- Winners from SCCQ Concours – Show & Shine 21st August, 2021

SCCQ State Concours was held on Saturday 21st & Sunday 22nd August, 2021 at Old Petrie Town, Whiteside. Listed below are the winners of the Concours & Show & Shine. The day was well attended with the location ideal for the displaying of our Club’s time honoured classic cars. Congratulations to our winners.

Concours Winners

 

1st 1958 Golden Hawk – John Cosgrove

 

 

 

2nd 1963 GT Hawk – Jim McKinnon

 

 

3rd 1960 Hawk – Jim McKinnon

 

 

 

Show & Shine Winners

 

1st 1937 Packard – Bill Beverly

 

 

 

 

2nd 1959 Lark Hardtop – Richard Simmons

 

 

 

 

3rd 1961 Lark Convertible – George Udovicich

 

 

 

 

Longest Distance

1962 GT Hawk – Sue & Neal Black

 

 

 

 

 

 

President Choice

1955 President – Gail & Jim Dack

 

 

 

 

 

 

Lucky Door Prize

Ticket Blue 02 – George Udovicich

Special thanks to Merchandise officers Janelle Black and Sheree Copelin. Sales of $554 in Merchandise at the event. With good stock of new product for the members to view.

 

- SCCQ Run to Macleans Bridge Car Festival at Belmont – May 2021

A handful of SCCQ members made the best of a beautiful sunny day to display their cars at the annual Maclean’s Bridge Sports and Classic Car Festival at Belmont Rifle Range.
Member Bill Beverley took out the trophy for “Best in Show American Car”  with his 1937 Packard Convertible.
Photo of SCCQ Members cars at the display. Left to right:
Bill Beverley – 37 Packard,  Dennis Jewsbury – 63 GT , Gus & Carol Touchet – Champ, Dennis Jewsbury – Hawk,  Phil & Sheree Copelin – Lark,  Jim McKinnon – Thunderbird.

- “My 1958 Studebaker Golden Hawk Project” by Member John Cosgrove

My 1958 Studebaker Golden Hawk Project

The Hawk project started in 2002. It was purchased from Melbourne and transported to Queensland. The condition can only be described as “unassembled”.

 

There was lots of rust and what we thought was most of the car was only a very small part of what was required to get it on the road.

I started by getting the chassis and the body dipped in a tank to clean the metal and remove paint. The body came out with less metal and lots of holes. The job was getting bigger and more expensive.

I started by coating the chassis with POR Chassis paint then welded up the cracks in the front crossmember and chassis. Rear springs bushes replaced and springs fitted to the chassis. Front end rubbers replaced and fitted to chassis. My brother Michael then designed and fitted discs and callipers to the spindles. This involved designing an adapter plate for the spindle assembly to attach the PBR callipers. A dual master cylinder was fitted to the chassis in the same location as the original and new brake lines fitted. I had a stainless fuel tank made and fitted it to chassis. The diff was cleaned and assembled with new brake shoes etc. and fitted to the chassis. At this point the chassis was nearly completed and only needed a steering box.

   

 The next job was the body. For many years the body was like a permanent fixture on Gordon Thallon’s shed ceiling. It had coloured lights draped in the floor and when turned on the light shone through the holes and created a disco pattern on the floor at many a Christmas party.

At different times in this 18 year saga, it was lowered to the ground and put on a rotisserie and rust and panel pieces repaired.

For the length of the project I spent many hours researching what parts I needed and I found and brought many NOS parts. This was a hell of a job considering we were not sure how it was meant to go together. Gordon and I have learnt a lot about hard top Hawks and Golden Hawks in particular.

 I have to thank Ian McKellar for directing me to the wiring harness company in Melbourne that made his harness. All I had to do was send my old harness to them and they already had the pattern and used some parts of my harness and they promptly sent back the finished product-Yippee!!

As the body work was being completed I thought it was close enough to get the engine assembled. It was a rebuilt short block 15 years or more ago so I got Neil Black from Maryborough to disassemble and check the work and then rebuild the engine to a long block. I had the heads machined and valve guides replaced and new valves seated about 15 years before they were required. I got it back to Gordon’s place and unloaded it onto a wheeled frame to move around only to have the engine fall off the frame and the front supercharger pulley landed on the concrete and broke. Lucky for me Nathan Kramer (from Newcastle) had reproduced the pulley in aluminium alloy and I purchased one and we were back in business. It took another few months before we got ready to put the engine into the car. It would another 1 1/2 years before the car was able to be registered.

It’s now Jan 2021 and the car has virtually sat for 11months because of COVID-19 and other commitments. A friend George Udovicich inspired me to get working on the car again and with his help we have just finished replacing the front springs as the original springs sagged badly. I couldn’t get a floor jack under the front of the car. I read a forum in America about possible substitute springs and purchased them from Rockauto. I also got a couple of ½” spacers from another supplier. After they were installed the car lifted 3½” and looks good. The back of the car also went up ½”.

Now it’s onto the next job in the list of problems that need attention and hopefully the car will be truly finished in 2021.

John Cosgrove

PS – This is the short version. The long version has lots of swearing, wrong parts brought – new parts that didn’t fit – oil leaks – chipped paint, hard work and perseverance. I don’t want to remember some of it so I left it out.

 

 

 

 

 

 

 

 

 

 

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- Flat Rate Times from Bill Beverley’s Service Station Days

Here are some Old Flat Rate Times from Bill Beverley’s Service Station Days. Bill spoke about these at one of the Club meetings.

Flat Rate P143 Six 47-50 & 51-58

Flat Rate P144 Six 47-50 & 51-58

Flat Rate P145 Six 47-50 & 51-58

Flat Rate P146 Six 47-50 & 51-58

Flat Rate P147 V8 57-58 Hawk & Lark 59-64

Flat Rate P148 V8 57-58 Hawk & Lark 59-64

Flat Rate P149 V8 57-58 Hawk & Lark 59-64

Flat Rate P150 V8 57-58 Hawk & Lark 59-64

 

 

- Festival of Elegance – Feature Club – SCCQ – May 2018

This SCCQ story was featured in the “Festival of Elegance” magazine.

- Harold & Phyllis Ireland – Restoration of 1948 Studebaker Commander LandCruiser

Our 1948 Studebaker Commander LandCruiser….It is finally close to being finished, is registered and is ready to road-test…It has been driven to Strathpine and back, the morning we registered it, at the Dept of Transport Office…..They don’t come out and inspect them anymore and rely on the information given on the road safety certificate, and the Third Party Insurance Certificate to issue the registration…

Quite a few people came out of the Office to have a look  and were suitably impressed….All being well I should be able to show it at Redcliffe in September at the Club Concours…which I did & won President’s Choice Award!

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Congratulations Harold & Phyllis

It has been a long-term project, started back in the early 90’s. I converted it from left hand drive, which wasn’t too difficult because we had a parts-car of the same year, which had the right-hand drive parts needed for the conversion.

When purchased, it was minus the engine and gear-box and some panels on the front section nose-cone, were missing also…I was fortunate enough to locate a right hand drive dash panel new from USA, because the donor car had been converted and still had the dash panel as left-hand drive…We removed the body and all the undercarriage and components were over-hauled and painted before the body was re-fitted.

I had the dash panel and other components re-done in the wood-grain finish, which many of the cars in those years were finished in this way. The engine which I rebuilt also came out of the donor car, but had to be completely over-hauled,  it was sound and was a good power-plant to keep the car original.   All the brakes were overhauled, new tyres fitted to sand-blasted and painted wheels. 

 The chrome work was quite expensive with both front and rear bumper bars, four overriders and tail lamp bodies, plus other items and so became one of the most expensive parts of the restoration.  A new front windscreen was installed and the rear glass we converted to a one-piece unit. The off-white upholstery with grey carpet was done locally at Morayfield.  The paint-work was also done locally with the original colour of Peacock blue, which was made to the original formula,  I had managed to get from the USA…

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I also rewired the complete car and changed it over to a 12volt system, keeping the signal lamp system in its original form.  The 6 volt horns are fairly loud connected to the 12volt system, but you don’t have to use them often, so they are not a big drain on the battery.

We originally purchased the car from a guy in Newcastle, who had imported it from America and had advertised it in the Stude News and my father Walter bought it from a photograph.  He had it transported up to Brisbane by a local friend who had a new Chev Truck  and was anxious to try it out on a long trip..   My father Walter passed away in 1992 before the restoration was started,  I feel he would be quite pleased with the final result.

Harold and Phyl Ireland

SCCQ Club Members