Mike Quartermaine, Hero of the 30-98
By Ian Cheese
E286/OE222 - Mike Quartermaine. Snetterton 1956 (Photo: NWP archive)
Back in the early-80s I had the good fortune to meet a legend of the 30-98 world, Mike Quartermaine. He had bought his E/OE222 (YD 5735) when he was demobbed after the war and used it as his only car during his early married life with Ruth. They did at least one extensive tour of a still war-torn continental Europe. As time moved on and more modern cars arrived in the garage, Mike and the Vauxhall, always known as Salome, embarked on what became a long and successful motorsport career.
As the VSCC’s race, sprint and hillclimb programme evolved, Mike and Salome would there among the front runners as Mike started steadily developing the Vauxhall’s potential. At the bottom end, the crankshaft was replaced by a special light built-up version along with a lightweight flywheel incorporating a Bedford clutch. Aluminium ‘squish’ pistons and a high lift camshaft helped activity higher up and a huge downdraft SU, allegedly from an ERA blower, and a gas-flowed exhaust improved the breathing.. High ratio constant mesh gears raised the indirect gear ratios and endless strengthening of the torque arm ensured that all this power would reach the tarmac - and Mike always took full advantage of it on both road and track……
For many years I accompanied him to numerous VSCC meetings through the ‘80s and ‘90s. For example we were heading, as rapidly as ever, to Silverstone very early one Saturday morning when petrol started spraying out of the intake of that huge SU where it emerged from the top of the bonnet. We stopped in a pub car park to find that the float had sunk. Mike reckoned that, if we could restore its buoyancy, and he kept his foot hard down (no change there….) we could reach Silverstone and a soldering iron before it sank again. Lacking a saucepan and hot water for the traditional treatment, we lit a small fire using twigs from under the hedge. We then put the float onto a screwdriver and gently warmed it over the fire – like marshmallows on a BBQ. A nice little jet of flame soon showed a) where the leak was and b) that we were burning off the contents.
Eventually the flame went out but, seconds later, there was a bang like a rifle-shot and we were left with half a float on my screwdriver and the other half rolling down the road 30yds away. Pause for bad language and helpless laughter. When we had recovered our dignity, and both halves of the float, Mike announced that he had a spare one at home. Having jury-rigged a petrol pump switch so that I could switch off the pump whenever petrol sprayed my face, we set off – faster than ever. The car never missed a beat, and we were soon home. The spare turned out to be a carefully modified, and probably pre-war, Thermos cork which had been ‘on the shelf’ for many years. It fitted, it worked, and we reached Silverstone in time for scrutineering, two 5-lap handicaps and a brisk (of course) drive home.
Mike was an artist with solder and the following day the original float was repaired, refitted and, as far as I know, is still in the car.
When Mike retired, Ruth told him that she had married him for better, for worse but NOT for lunch so he should find something to fill his time. No more encouragement was needed and the ensuing 15-yrs were occupied by restoring or building 1x E-type (R4/E411 E-3098 now mine), 2x OEs for other people, 1x Edwardian A-type 2-seater, and 1x OE special, and not to mention a miniature of the E-type complete with ohv lawnmower engine and functioning gearbox. When he died in 2000 he was working on a Prince Henry Replica. I am privileged to have known him and worked with him on all these projects. Truly a remarkable man and a real 30-98 aficionado.
As the VSCC’s race, sprint and hillclimb programme evolved, Mike and Salome would there among the front runners as Mike started steadily developing the Vauxhall’s potential. At the bottom end, the crankshaft was replaced by a special light built-up version along with a lightweight flywheel incorporating a Bedford clutch. Aluminium ‘squish’ pistons and a high lift camshaft helped activity higher up and a huge downdraft SU, allegedly from an ERA blower, and a gas-flowed exhaust improved the breathing.. High ratio constant mesh gears raised the indirect gear ratios and endless strengthening of the torque arm ensured that all this power would reach the tarmac - and Mike always took full advantage of it on both road and track……
For many years I accompanied him to numerous VSCC meetings through the ‘80s and ‘90s. For example we were heading, as rapidly as ever, to Silverstone very early one Saturday morning when petrol started spraying out of the intake of that huge SU where it emerged from the top of the bonnet. We stopped in a pub car park to find that the float had sunk. Mike reckoned that, if we could restore its buoyancy, and he kept his foot hard down (no change there….) we could reach Silverstone and a soldering iron before it sank again. Lacking a saucepan and hot water for the traditional treatment, we lit a small fire using twigs from under the hedge. We then put the float onto a screwdriver and gently warmed it over the fire – like marshmallows on a BBQ. A nice little jet of flame soon showed a) where the leak was and b) that we were burning off the contents.
Eventually the flame went out but, seconds later, there was a bang like a rifle-shot and we were left with half a float on my screwdriver and the other half rolling down the road 30yds away. Pause for bad language and helpless laughter. When we had recovered our dignity, and both halves of the float, Mike announced that he had a spare one at home. Having jury-rigged a petrol pump switch so that I could switch off the pump whenever petrol sprayed my face, we set off – faster than ever. The car never missed a beat, and we were soon home. The spare turned out to be a carefully modified, and probably pre-war, Thermos cork which had been ‘on the shelf’ for many years. It fitted, it worked, and we reached Silverstone in time for scrutineering, two 5-lap handicaps and a brisk (of course) drive home.
Mike was an artist with solder and the following day the original float was repaired, refitted and, as far as I know, is still in the car.
When Mike retired, Ruth told him that she had married him for better, for worse but NOT for lunch so he should find something to fill his time. No more encouragement was needed and the ensuing 15-yrs were occupied by restoring or building 1x E-type (R4/E411 E-3098 now mine), 2x OEs for other people, 1x Edwardian A-type 2-seater, and 1x OE special, and not to mention a miniature of the E-type complete with ohv lawnmower engine and functioning gearbox. When he died in 2000 he was working on a Prince Henry Replica. I am privileged to have known him and worked with him on all these projects. Truly a remarkable man and a real 30-98 aficionado.
OE128 - A record!
Congratulations Brian!
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A small handful of 30-98s can lay claim to single family ownership for over 50 years. But only one has been in the same person's ownership for over half a century. OE128 has been owned by Brian Gray since his Cambridge undergrad days in 1959. Brian has raced, trialed, toured and hillclimbed his car, as well as rebuilding it at least once, and fettling it as required for 52 years.
The Register entry reads: Ownership history: Dr B Gray 1959 - ;J Barton-Hall 49-59; H G Parker 49; A W Kennard 32-33 |
Norris Kennard 1932
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Snetterton 1960
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30-98 Register at Luton, 1972
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Trials!
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Drumhouse 1975
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Isle of Man
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The life and times of OE288
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Rebodied as Derham two-seater in 1930s. S-type gearbox; hydraulic brakes and 3 piece wheels; was in USA for many years. Car restored in USA (Mi,Fl) by W H Lane in the 1960s & 1970s. With many thanks to Dave Lane who recently sent some of these images from his late grandfather William H Lane's files. . Most recently in Cumbria, UK.
Ownership history: B Williamson (UK) 1999 - : A G Newall 96-99 (UK); C Mallory (USA); W H Lane (USA); J Frost 77; R Garner-King (in UK until early '50s; R Heller 37 (USA) |
1937
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OE288 (1970s)
OE288 (Goodwood - 2016)
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OE288 (Goodwood - 2016)
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OE153 - period photos
These superb period photos were kindly supplied by the new US owner of OE153, Chip Wright.
The story of the 'Drainpipe Special' (the short version)
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OE 221 started life in 1924 as a Velox bodied 30-98, owned by JJ Leahy, but was written off after crashing at the Bathurst Blayney Road. Bill Chadwick, a founder member of the VSCC of Australia & foundation President of the Bathurst Light Car Club, bought the remains & created the Drain Pipe Special. He built a new chassis along the lines of the Maybach special, and used the car in competition club events, hill climbs etc in the Bathurst area & Mount Panorama during the 1950s.
Jumbo Goddard, a well known competitor, persuaded Bill to sell him the car & later commissioned a change to a V8 Hispano Suiza aircraft engine to enable him to set a vintage speed record. Unfortunately, he died before it was finished. The remaining parts were bought by Fred Hemmings who rebuilt it back to its original Drain Pipe Special spec: 4 inch tubular chassis along the lines of the Maybach special with torsion bar front suspension & 1/4 elliptics on the rear. Crank case is a D type modified to 30-98 spec with 4 bolt centre main. Cylinder head, block, camshaft, followers, crankshaft, inlet manifold etc are all 30-98. 4 branch exhaust manifold as fitted by Bill Chadwick & lightened flywheel with Borg & Beck clutch. 30-98 handbrake now works on transmission. Gearbox fitted with high ratio constant mesh gears & rear axle is fitted 3.31 CW&P. Brakes are finned alloy Fiat 519. At present the car is converted to road use & used regularly. Anne and Richard Harris Feb'21 |
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