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from after the Second World War, but it would be Knowles and Foster who would see out the Roadster’s time in North America. When Rootes took over Singers in 1956 and discontinued Roadster production, Rootes already had Rootes Motors (Canada) Ltd in existence in Toronto,


described earlier. Incidentally, Bernie Kerner was American, and probably drove to the Edenvale event. For those whose geography is not that good, Toronto is in the south of Ontario in a part of Canada that is within driving distance of the US. Of course, Roadsters were sold in Canada


Lloyd Thomas for providing information from which this article has been prepared: he forwarded the adverts from the Toronto Star, the Rattlesnake Point Hill Climb race report with photographs, and passed on the "Autosport" account. All best wishes for Christmas and the New


Year. Ashley Crossland


Montreal, and Vancouver to take over the Singer marketing, (and had Rootes Motors Inc in New York and Los Angeles). Acknowledgement: Many thanks to Rupert


Le Jog by Ian North


Arthur said write something about Le Jog, so here goes – only he added a word, "technical". As many people know I am not really technical, but I can complete tasks when given instructions.When, in 2003, I was told to get AT1907 on the road for the 2005 celebrations I thought that a major engine rebuild would be necessary and that proved to be the case after stripping the engine. A friend of mine, who had worked on the car in


adjusted the magneto a bit, left a plug lead off to check for a spark and asked me to swing it again – surprise, surprise – it started on three cylinders. From that moment on it has been a very good starter – just prime it and invariably it starts first swing. There was not very much else to do, the gearbox and diff seemed OK and I lined the rear brakes with soft linings. They were metal to metal before which is alright in the dry but lethal when wet. So 2005 was a success story as the car had not


1951 when he was an apprentice, assisted me. He said that it had always been difficult to start, in fact towing was the only way to start it latterly. I approached the engine guru for the Bull Nosed Morris Club but he said he had no experience of the early White and Poppe engine. So I delivered it to a friend near Bedford who assured me he could get all the parts engineered. We replaced the cast iron pistons with modified MGB pistons and after many months had all the parts ready. The assembly was undertaken in my workshop


been run on the public highway since 1959. Fast forward to 2011 when we were asked to do Le Jog in 2012 as a re-run of Mr.Warns trip in 1912. It was obvious we could not try to do it non-stop as driving in the dark at 30 mph would be dangerous and in any case we decided that it should be relaxed and enjoyable. I immediately enlisted my friend Steve to be the


at home. The engine has four separate cylinders, which sit on top of the crankcase, and a very shallow sump. The crankcase and sump split vertically into three parts, this enabled White and Poppe to make two,three and four cylinder engines. The crankshaft itself is also made in pieces and assembled with pegs to complement the engine configurations. There are two camshafts, (A Twin Cam, wow!) the nearside driving the exhaust valves and water pump, the offside the inlet valves and magneto. We assembled the engine, put it in the chassis,


without radiator, connected up the spark plugs etc and gave it a swing – nothing. Howard, my friend,


chief mechanic and to share the driving. He came and checked the car giving me a list of jobs to do. These I completed with his occasional assistance – changing gearbox and diff oils, checking all wheel bearings etc. He fabricated a sight glass on the sump which enabled us to check the oil level as the system is total loss. You have to pump oil into the sump approximately every 10 miles and into the front of the crankcase every 50 miles. There were no seals on the engine so it leaks out as you go along. Hence the old piece of carpet underneath if we stop on pristine surfaces. We undertook a weekend trip to Scarborough


complete with Motorhome and trailer to practice. We had to check compatibility in theMotorhome as well as checking 1907. Steve told me to strip the fan bearing as it had a bit of "headache". This I did and found it was a cycle bottom bracket complete with axle and ball bearings – more of this later.


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