The story of RPK 500 starts with a T type, chassis: 15066.
The T type is a chassis similar in nature to the O/P/U types, but is longer in order to accommodate the LFS engine which was fitted. 15066 was built in November 1928 and registered at some point in 1929, although the original registration is unknown. The car was shipped with LFS engine 468. At some point this engine was swapped for LFS318. This engine swap occurred prior to the 1950’s and may have been early on in the car’s life as many T types had engines swapped at the works because they gave so much trouble.
Top: RPK 500 at Bodiam Hill Climb, Oct. 1964, Below: In late ’50’s.
In the early 1950’s the car was owned by a Mr Wilcox and maintained for him by a D.W.Wright. During his ownership the car was rebuilt as a very stark two-seater (the two occupants would have to have been on very good terms given the narrow nature of the cockpit). The rebuild was onto a different, non-LeaF chassis (more of which below) and the T type frame was scrapped. In its new guise the car was low, with a cut down LeaF radiator, aero-screens, cycle type mudguards and rear-axle carried on quarter-elliptic springs.
On 30 May 1952 the rebuilt car was re-registered as RPK 500, but the chassis number used was that of the scrapped T type.
In 1963 Mr Baldock bought RPK 500 and rebuilt it into, what was effectively, a single-seat racer. Then in the late 1960’s Nick Portway bought the car and there started a lengthy exchange of letters in Motorsport between, among others, Keith Poynter and Peter Pringle (then LFOC Registrar) about the identity of the chassis and the engine. Keith maintained that the engine by now was not an LFS, but a 2LFS, something Nick proved when he dismantled it and discovered it had been bored to a capacity of 2090cc – something not possible on the LFS. At what point the swap occurred we do not know, although I suspect the engine in the car by the time Nick had it was 2LFS35 (an engine with a very peculiar and convoluted history for which there is no space here).
After Nick Portway, the car moved to D.Armstrong and then l’Anson. By this time it had become apparent the chassis frame was, in fact, that of a T35 Bugatti. L’Anson dismantled the car and the Type 35 was rebuilt around the frame.
By 1993 the remains of RPK 500 were with Ian Johnstone, which included the distinctive radiator and body, the axles and a chassis. The chassis now was a P type LeaF frame, cut off at the rear to take quarter elliptic springs. The chassis was P type 13137, originally an Avon Sports Tourer. The engine had gone elsewhere.
In December 2001, I was asked me to assist in getting a car registered with the DVLA as RPK 500. Something I declined to do. However, that car was registered RPK 500 and given an unlikely build date of 1926.
Photo: Rod Holt, April 2016, Bicester Heritage.
As far as the LFOC is aware the car currently registered RPK 500 contains no part of the car that previously carried this registration. The car is probably the closest thing one could get to building a Frazer-Nash from LeaF parts. The chassis frame is almost certainly from a J type. However, I am told the number on the frame is 6896. There is no record of this number ever having been used by Lea-Francis (although that does not mean they did not do so), and is closest to being part of the range of numbers used for the G type rather than a J type (I would be interested to know the wheelbase). Unfortunately, it appears, the number is not stamped in the location used on the G type. I do not know the engine number but understand it is a Meadows 4ED put together by Patrick Blakeney-Edwards and gives a genuine 100bhp on the dyno. Recently I have been trying to source a close-ratio gearbox for the owner who felt the wide-ratio unit fitted did not suit the characteristics of the engine. I do not know what the back-axle is on the car, but am certain it is not from a J type – if one can put 100bhp through a J type back axle with those fat tyres without destroying it I will eat my rather infamous kangaroo-skin hat.
1938 Lea-Francis Carlton Super Sports
Sold at auction in 2012 and shipped to America, the first sports car produced by the 1937 re-formed Lea-Francis Company nears the end of an extensive restoration.
When Lea-Francis engineering (1937) Ltd was set up in Much Park Street, Coventry, Hugh Rose and several other ex-Riley people were taken on and work started on developing a new engine and chassis. In 1934 Rose had designed the excellent Riley 12/4 engine, which stayed in production until the mid fifties. The Lea-Francis engine was designed as a ‘new improved’ Riley with camshafts mounted high in the block and very short pushrods.
Charles Follett was an established London car dealer who was director of the new Lea-Francis company (and Managing Director for a while). As the Main Dealer for London he decided to gain publicity for the new models and designed the attractive ‘1½ litre 2-4 Seater Super Sports’ as it was catalogued. Chassis numbers of the new chassis started at 50, and number 52 was shipped to Follett for the car to be bodied by the Carlton Carriage Company in early 1938. The smaller 11.9hp, 1496cc engine option was fitted in order to stay within the 1½ litre class, which Follett tuned and ran stripped, with a high axle ratio, in members’ handicap races at Brooklands, to demonstrate its speed. He was able to lap the banked outer circuit at an average of over 93mph and won one race at 90.98mph and was second in another. The car clearly made an impression, as before the 1938 London Motor Show a replica of the car had been ordered and built by the Corsica coachbuilding firm and was featured on the Lea-Francis stand. That car is now owned by Allan Lupton and is still competing successfully in VSCC rallies over 75 years later (see next news story down). Two further examples were built by Corsica. One has recently been restored by The Carrosserie Company, near Barnard Castle, http://www.carrosserie.co.uk/Projects/ID/6/Lea-Francis and the third is now in America and thought to be under restoration. It was driven briefly by Bob Hope in the 1956 British cold war comedy film The Iron Petticoat.
Ownership of the original Carlton bodied car after sale by the Lea-Francis Company in 1940 is not clear and what happened to the 1½ litre race engine is not known, but Barrie Price replaced a frost-damaged engine in 1953 with the 1692cc 12.9hp type. During the late fifties and early sixties the car was owned, in succession, by three members of the Dunlop Tyre Technical department, the last of these, Jack Leonard, selling it to Michael Perkins in 1962. A garage doing work for him carelessly allowed the engine and radiator to suffer serious frost damage, necessitating another engine and radiator change. However no pre-war engine was available, so a post-war 1767cc 14hp was fitted. Also the uniqueness of the radiator shell with its narrow rods was not appreciated and it was scrapped.
The car was bought by John Gould at a Bonhams auction on 3rd March 2012 for £30,090 inclusive of commission & VAT. It was in need of restoration but had a current MOT and was still a runner. This owner was moving from East Sussex to France and was unable to carry out any restoration, so the car was offered for sale again at Historics at Brooklands auction on 1st September 2012. The guide price was £38,000 to £42,000 but it failed to sell. It was bought privately by Gary Staadt from Rockville, Indiana. The body has been restored including the wood frame, the engine has been rebuilt with cracks in the block repaired, valves replaced or reground, new main bearings, camshafts, lightweight flywheel and twin carburetors, many of these coming from Barrie Price.
It is heartening to see that this handsome and effective car is at last being put back into proper condition and we in the Lea-Francis Owners Club look forward to its completion.
Posted June 2016
Muddy VSCC Spring Rally attracts three LeaFs.
Run on April 16, Lea-Francis cars perform well on wet roads. Allan Lupton reports.
The Vintage Sports Car Club names its rallies after the seasons now, having given up names based on where they are held. The 2016 Spring Rally, held in the South, took competitors to some entertaining lanes in Surrey and Hampshire on a not very Spring-like wet day after a rather wet week. Lea-Francis was represented by Colin Poynter, navigated by Lea-Francis Owners Club Chairman Sarah Poynter, in their 1928 Ulster S type (above); Allan Lupton, navigated by David Kirkham, in the 1938 Corsica Sports both in the Experts’ Class and Jonathan Green with Jeremy Roberts in the “Sahara”* W type special who were in the Champagne Class.
The Poynters’ car (14056) had been in Ulster for the 1928 TT as practice car and has been in almost continuous competition use since. Colin’s father Keith rebuilt it in the 1950s and raced, sprinted and rallied it for many years before he and Colin rebuilt it again incorporating more parts original to that car. Colin then raced, sprinted and rallied it until an accident in 2006 at Mallory Park. Rebuilt again by Colin, it is back in the sprint and rally field. Quite a contrast to the sister car (14055), driven in the 1928 Ulster TT by Wilf Green and owned in recent years by the Green family, which has been idle for most of the time since the TT and is being offered for sale soon (see news item below).
The 1930 W type boat-tailed special driven by Jonathan Green.
Competition history of the Lupton car (above) is more recent as there is no evidence that any of its first three owners competed with it. However in the 37 years in current ownership it has done many rallies and a few autotests and its crew were VSCC Champion Rally Navigator and Rally Driver in 2007!
The rally route was about 95 miles to be covered at average speeds of 20-24 m.p.h. with a total of 15 Time Controls where each minute fast or slow incurs a penalty and a similar number of Route Boards which are recorded to show the correct route was followed. Provisional results show Lupton & Kirkham were second in class with 14 points lost and the Poynters were 7th with 35 points despite navigating an open car in the rain, and recent promotion to expert class, halving the time allowed to plot the route. The Green/Roberts crew (right) were well down their class, probably suffering badly from the open car in the rain.
*Dubbed Sahara from a six week 6000 mile epic journey in 2010 crossing the Sahara Desert via Mauritania, Mali and Burkina Faso to Ghana in West Africa to raise money for the Sabre Trust for the work they do building primary schools in rural areas Lea-Francis to Ghana and
a second trip in 2013 unfortunately curtailed while motoring through Spain to Algeciras due to an engine failure.
All photos from http://www.tonylarge.net
More pictures here; http://lfoc.org/events/
and scroll down to VSCC and other events.
Posted April 2016
Enchanting 1926 Lea-Francis J Type for Sale.
Great opportunity to acquire a fully run-in and reliable 90 year old vintage classic.
Model: 1926 Lea-Francis J Type; Chassis: 7316; Registration: PF 5234;
Engine: Meadows 4EC, 12/22; Body: Avon four-seater.
A motor car with a lot of LFOC history, it was said to be the first Lea-Francis sold by A.B.Price, thereby marking the start of his business association with the marque. Barrie Price had rescued the car from a London scrap yard and passed it to his elder cousin. Within a short period of time it was sold to Jim Collins, for whom this purchase, in 1949, marked the start of an enthusiastic involvement with Lea-Francis cars and the Lea-Francis Owners Club. Jim owned the car for the rest of his life, using it extensively, including competitively and said that of all the LeaFs he had owned (and there were many) this J Type was always his favourite. He rebuilt the car twice and in the course of his ownership made a number of discreet improvements to make the car as reliable as possible without diminishing its charm. For example, in 1953 Jim replaced the notoriously fragile star-gear differential with the more robust bevel gear unit from a P Type Lea-Francis and then, when the Meadows 4EC engine required a rebuild, he incorporated a number of parts from the stronger 4ECA engine including the crankshaft.
As one might expect the car is by no means a low mileage example; with Jim alone having covered well in excess of 100,000 miles in it, this J Type may be a contender for the most travelled Lea-Francis.
In 2005, 7316 was purchased by another well-known Club member, Sir Richard Gaskell, who in turn kept it for the rest of his life. Richard also used the car extensively, including at Club meetings at Broughton Castle.
The LFOC’s Pre’37 Registrar had the opportunity to drive the car towards the end of last year and found it to be a lively and delightfully well-mannered machine.
Now in need of a new enthusiastic keeper, this important J Type requires only minor recommissioning before it is once again the reliable and enjoyable motor car it was found to be by its previous owners.
Posted April 2016
Historic Hyper S Type to be sold by Bonhams.
A rare chance to purchase an ex-works 1920s racing car with competition history.
Model: 1928 S Type Hyper; Chassis: 14055; Registration: WK 7492;
Engine: No. 10054, Meadows 4ED, 1496cc, with No.9 Cozette supercharger;
One of six Hypers prepared by Lea-Francis for the 1928 Ulster TT, this car was held as one of two spare cars, but was entered for the race after R M V Sutton’s Hyper 14051 rammed a bank during practice and overturned, trapping Sutton and his mechanic. It was driven by Wilfred Green who retired with engine trouble. The race was won by another Hyper, chassis 14053, driven by Kaye Don, now in the Coventry Transport Museum. WK 7492 was bought and raced by Wilf Green and re-acquired by the Green family in 1993. This car is to be offered for sale at auction by Bonhams on Friday 24 June at the 2016 Goodwood Festival of Speed.
Posted April 2016
90 year young K type Lea-Francis going strong.
Back in Yorkshire after 4 years in Europe, recommissioned and ready for summer.
Model: 1925 Lea-Francis K type 10hp 2 seat sports tourer; Chassis: 6442;
Engine: No. 4108, Meadows 4EB; Built: October 1925; First registered: 30th April 1926 as RR 3065.
Jeremy Crowther, the owner of this attractive Lea-Francis K type, has recommissioned his father’s Lea-Francis.
He writes: The last and only time I drove the car apart from recently was in 1980 when at the tender age of 19, I took her out for a spin and promptly broke the back axle. My nervousness of driving the car again was profound, but with advice from Steve Chittock and the tips he gave me all appears well.
After my father’s death in 1998 his Lea-Francis K type Sports Tourer, bought in 1962, was sold, a decision that was regretted, but one that has a good ending. On the 3rd August 2015, I bought my father’s K type back from the Netherlands.
My father wrote the following which appeared in an article in the Lea-Francis Owners magazine in November 1969:
‘My first sight of the model (actually it is the one that I now own) was when a rather ancient looking two seater drew alongside me at traffic lights in Scarborough. I was cycling home from school at the time in about 1947, and I remember being impressed at the melodious sound of the gears as it drove off, together with the smart appearance of the furled hood, which thereby displayed the car’s occupants to the fullest advantage.
Some fifteen years later I was chatting to a colleague about my search for an interesting vintage car, when he mentioned an old Lea–Francis which he knew of as being for sale. When he rang me the following day with further details I quickly investigated, to find that the car was actually my old friend and the one that I remembered from my school days.
At first sight she looked a horrible prospect, covered in grime, flat tyres, side lights missing and in completely uncared-for condition, having not been run for several years. Further investigation proved that little deterioration had taken place and the car was in similar condition to when it had been laid up due to the death of the first owner in 1956 and that during all of this time the car had lived in my home town.
So on the 22nd February 1962 and for the sum of £10.00, the Lea–Francis was bought. A quick and alarming tow home (Scarborough to Bridlington) 20 miles away followed and work commenced.
The reasons for the Lea–Francis being in use until 1956 are rather interesting. The car was owned from new by the same gentleman and as far as I could find out, no other person had ever driven it. Apparently due to a war injury (First World War) he had a stiff leg, which meant having a car with a perfectly flat floor, high running boards and a grouping of handbrake and gear controls to the extreme right.
Once this combination had been achieved by the little K type it was not able to be repeated in the same size car when he hunted for a change in the mid-thirties. The car therefore continued in use and was still relatively well preserved when others were at the scrapping stage.
The K type now has its original registration number.
Restoration work proceeded quickly and this being my first restoration also in completely the wrong order! The only way to tackle a job of this kind is a complete strip and rebuild. I attempted to do things the easy way and to attend to tasks that were apparently necessary. This results in the end in more work than ever and it is only recently that the standard really approaches concourse condition (1969). It will never be 100% without a substantial rebuild.
The main point of concern was the engine which was terribly noisy in many alarming ways. The subsequent work on the unit would take another article to explain, but for those who are familiar with the Meadows 4EB, a few points may be of general interest.
It is an OHV four cylinder engine with splash lubricated big end bearings, fed from dippers working into pump fed troughs cut into the ally sump. The same plunger pump works on the eccentric on the camshaft, also lubricating the timing gears. However the two main bearings are gravity oiled, by being fed, from oil, splashed into collection ribs cast into the side of the crankcase, which is fed into oil ways on the top of the bearing housings. There is no positive feed to the overhead valve gear, but the rocker shaft is packed with an oil soaked wick which takes care of the rocker arm bushes. Despite this crudity the shaft was little worn and required only oil can attention with subsequent top-ups at rare intervals.
Most of the noise came from the well-worn little ends. These were replaced with pre-war Hillman Minx oversized ally pistons and the block rebored to suit and the big ends adjusted utilising the brass shims found between the big end cap and rod. All work was done with the engine in situ with the clutch being left in its original and very fierce condition.
After this work the engine is tolerably quiet and still works on the original size crank and bearings. Not a bad achievement for a car of this age.
The rest of the rebuild consisted of new running boards, repaint (still wears this in 2015), new hood, nickel plate and a lot of detail work.
My main impressions after running the car are pure admiration for the aforesaid reliability and criticism of the atrociously rough clutch, together with the poor ride over rough surfaces. This latter point could be helped if shock absorbers were fitted, but I am loth to spoil a very original car. Cruising speeds are a very happy 40/45 mph with a safe maximum of 50 mph.
To keep the engine happy at these speeds the sump should be overfilled by about 2 pints, which submerges the dipper troughs and makes them less dependent on the little plunger pump. This pump also requires a little modification by putting light coil springs behind the ball valves and thereby cutting down the size of the pump stroke used in valve movement. This doubles the rate of delivery and is absolutely essential with modern thin oils. It is worth mentioning that the multigrade oils are too thin when cold to enable the pump to make effective delivery. The best compromise seems to be modern detergent SAE30 oil.’
Most of the work was done on a trial basis by my father and as a child I have many memories of car runs such as the Manchester to Blackpool, Bradford to Morecambe, Castle Howard shows etc. when cars which are collectible now were commonplace.
Over the years we had various catastrophes. My most frightening memory is of a run to Brimham rocks, around 1976 when my sister and I were sitting in the dickey seat. We both heard a sharp cracking noise and the sight of the rear wheels overtaking the car was a sight to be remembered. The axle casing had broken and this was the start of at least 3 axle/diff rebuilds over the next 20 years. Modifications were taken at every stage, but in essence, metal fatigue and poor design had taken their toll. We did 1000s of miles in the little Lea-Francis, this is not reflected in speedometer readings as since 1962 the milometer has never worked and the mileage over this time has always stood at 45007!
The one thing that I can always remember about my car and to use my father’s words is the “melodious sound of the gears” it is a sound etched into my soul.
Lonely K type in the Lea-Francis parking at the Donington Historic Festival.
In 1999 it was time for the car to be sold and in this an excellent custodian came to the fore in the name of Stephen Chittock, who I worked for at the time. In 1999 we had just finished another diff rebuild, undertaken by Barrie Price of Lea-Francis cars and a deal was done with Steve. Unfortunately for Steve the diff soon broke again due to poor or over-hardened gears and Barrie Price remanufactured the diff gears again. For some time I am told it all worked well however, during Steve’s ownership, he also undertook yet another diff rebuild, using the parts from a later car which are far stronger. He also renewed the hood, side screens and much other detail work to the paintwork, wheels etc., including what appears to be almost every chassis bolt being changed to stainless.
In 2011 Steve, after 12 years of ownership, sold her to a new owner in Germany. Very quickly he did the one thing that you must never do in a K type, namely use the handbrake especially whilst on the move! The diff casing once again gave way and was again repaired, but this time by changing the unit for a much stronger stock item. Hopefully this will last.
In 2013 the LeaF ended up with an enthusiast owner living in the Netherlands. The car at some untold time had ended up in a museum in Maastricht and the new owner traded in an Amilicar as his daughters insisted that he needed a safer car in which to take the grandchildren out.
The K Type back in Yorkshire after a 1000 mile 3 day trip to the Netherlands.
The Leaf was not used much and during this time the standard of the car deteriorated and in essence the owner was a bike and not a vintage car man.
In July 2015 I spotted the K type on a Classic car website and after a few weeks of emailing a deal was done to bring her back. In early August 2015 my wife, myself and our 12 year old son embarked on a 1000 mile three day trip to bring her back to Yorkshire some 70 miles from where she has lived for most of her life.
There have been a number of relatively small issues, a few dings and dents, dynamo not working, hole in exhaust and some interesting alterations to the passenger door locks which have required attention. I was going to repaint the wings and lamps this season but have run out of time. The car looks well now, the only thing still to do is to have the dynamo or the control box looked at. I am going to use her this summer and during winter more than likely get all the wings repainted, I may even end up repainting the whole car. I have also got round to ordering the rear number plate – RR3065 – this is the original number, my mother kept it and has given it back to the car. (See rear view picture above).
So there we have it, the K type is back and I hope to do the car justice. Over the weekend of 30th April to 2nd May I drove the car through rain & hail to the Donington Historic Festival. Apart from a fuel blockage due to dirt in the tank she went really well. I kept to a steady 40/45 on the M1 and the trip was done in 2 hours and around 180 miles in the day.
Posted April 2016
18hp 2½ litre Westland sold at auction.
Only surviving example sold for £33,600 at Historics at Brooklands, June 11 2016.
The picture, from Zack’s Motor Photos shows the car at the July 2011 Polhill Classic Car Event.
This car, a 1950 Lea-Francis 18hp 2½ litre Westland 4 seater tourer, was sold at auction by Historics at Brooklands, Brooklands Museum, Brooklands Road, Weybridge, Surrey KT13 0QN, on Saturday June 11 2016 for a hammer price of £33,600, making a total including 15% buyers commission, plus VAT, of £39,648. Click here for more information.
Only two of these cars with bodies by the Westland Motor Company were ever built, the second being a 2 seater sports model which was crushed in the 1960s. HCJ 541 was registered in Hereford on 11 May 1950, and first owned by a Mr Marshall of Hereford. After 4 owner changes it went in November 1984 to Connaught expert Duncan Rabagliati in Wimbledon. Robert Deeley from North Devon acquired it in 1998 and with the help of member Pete Povey the inherent problem of overheating was finally solved by re-coring the radiator with a high-efficiency core, fitting a Kenlowe fan and under the front of the car a tapering funnel fitted to direct incoming air to where it was most needed. Pete also undertook an extensive body restoration and respray. It was sold to Mike Twomey from Bromley, Kent in Spring 2010 who passed it on to its present owner Derek Keys in 2011. Derek has had the engine rebuilt by Richard Barber of Roses Garage of Sandwich, with much help and supply of parts from Barrie Price, and the gearbox overhauled by Bexhill Gearboxes. Derek has used the car for general motoring and states that it is much admired. Mileage from new is less than 50,000.
More information about Westlands here and here
Posted March 2016
Woodie sold at Cambridge auction.
1951 Lea-Francis Estate with independent front suspension and hydraulic brakes.
One of the most attractively styled estate cars ever, this 1951 Lea-Francis Estate was sold at Cheffins Cambridge Vintage Sale, The Saleground, Sutton, Nr Ely, Cambs, CB6 2QT, on Saturday 16th April, just making the reserve of £22,000 on the hammer.
Chassis No: 8926 was originally delivered in gunmetal to Boshier & Pattenden Ltd, Norwich, on 23.3.1951 and registered MAH 700. In 1978 the car was passed on to Barrie Price of Lea-Francis Cars Ltd in Studley, Warwickshire by a number plate dealer with only 17,000 miles on the clock. It was re-registered CUE 938B and bought by David Simpson, at that time an employee at Lea-Francis Cars, who restored the body and woodwork, re-painted it in silver grey and fitted rear hydraulic brakes and larger drums. David used the car for family holidays with a small caravan in tow and sold it in 1986 with mileage at 41,000 to Sir Michael Leighton of Loton Park, who passed it on in 1987 to a buyer in Tunbridge Wells. Found some years later in Devon or Cornwall it was bought by Key Garage in Ripley, Surrey who sold it to another trader, who put it up for auction at Sandown Park, from where David Howard Cars bought it. The car had been re-registered with its current number OFF 432 in 1994. The present owner, Mrs Warner bought it in 1996 from the latter dealer in poor condition but the body and wood were sound. After a 2 year restoration by Mrs Warner’s husband, Michael, a vintage Alvis enthusiast and Director at Lotus, it won ‘Best in Show’ at the 2010 Helmingham Hall Classic Show, Suffolk.
More information about Lea-Francis Estates here
Posted February 2016
Congratulations to Richard Houlgate
The results have been published for the Vintage Sports Car Club inaugural Speed Series 2015, for the best performance in the eight speed events run by the VSCC throughout the year. Congratulations to Richard Houlgate who, with his 1930 Hyper Replica, has not only come first in Class 4 (Standard and Modified Sports Cars 1501-2000cc Unsupercharged and up to 1500 cc Supercharged), but has come fourth overall in this hotly contested series. The result is a credit to both Richard’s ability behind the wheel and the work he puts into preparing the car. Richard says: “I was also third in the Annual Trials Trophy (The Hagerty Trophy) in my 1930 Austin 7. The success is due to hard work and tenacity, to do well all that is required is a reliable car and to enter all the events. My thanks go to Graham White who put the engine together when he had the car, and dropped everything after Brooklands to fix the supercharger for Prescott.” Richard has also come second in the Lycett Memorial Trophy and first in the Delaney Brooklands Trophy, awarded to the driver gaining the most points during the year driving any vintage Lea-Francis. The picture by Peter McFadyen shows Richard approaching the Esses at VSCC Prescott Speed Hill Climb on 1st/2nd August 2015 to take 2nd overall in Class 4.
Posted: December 2015