The Welsh Weekend Revival

The Lake Hotel at Llangammach Wells was first visited for an AOC Welsh weekend event in 1997, organised by the late Ken Cameron. Ann and Hugh Bradnum took it over in 2005 and revived it for 2016 in memory of Ken and Pat Cameron. An impressive array of Alvis took part.

The Lake Hotel

The Lake Hotel

The Davies' Speed 20 SB

The Davies’ Speed 20 SB

The James' Speed 20 SB Charlesworth

The James’ Speed 20 SB Charlesworth

The Lowes' Silver Eagle

The Lowes’ Silver Eagle

The Smith's Mulliners 12/70

The Smith’s Mulliners 12/70

Van Havre's Speed 25 Vanden Plas Continental

Van Havre’s Speed 25 Vanden Plas Continental

The Jobson-Scott's Fourteen just back from Italy

The Jobson-Scott’s Fourteen just back from Italy

The Kindell's TA21 squeezes in at the coffee stop

The Kindell’s TA21 squeezes in at the coffee stop

Coffee stop Saturday morning

Coffee stop Saturday morning

Vic Round's new Cinturatos on the TC21/100

Vic Round’s new Cinturatos on the TC21/100

The Skuse's TD21 26122

The Skuse’s TD21 26122

The Heming's TD21 26145

The Heming’s TD21 26145

The Gray's TD21 26736

The Gray’s TD21 26736

The Sherwood TD21 26985

The Sherwood TD21 26985

The Galloway's TE21

The Galloway’s TE21

The Baker's TF21 27397

The Baker’s TF21 27397

Sunshine on Sunday, Fox Graber TD21 26081

Sunshine on Sunday, Fox Graber TD21 26081

The standard wording on the daily news sheet is “it will be drier tomorrow” but the wipers were not needed.


Tank Centenary

1916 saw the introduction of the tank see and from our archives here are some shots by Ben Lentall, Bulletin Editor, of when one joined in the Driving Tests at Midland Alvis Day 1987 at the Alvis Works on Holyhead Road ….

Where am I supposed to go?

Where am I supposed to go?





Also at the Works...

Also at the Works…

10875 Speed 20 SB WP 608 dashboard

10875 Speed 20 SB WP 608 dashboard

10875 Speed 20 SB WP 608 MAD 1987

10875 Speed 20 SB WP 608 MAD 1987

11346 Speed 20 SB at MAD 1987 with Alan Bond - Ernest Shenton giving directions

11346 Speed 20 SB at MAD 1987 with Alan Bond – Ernest Shenton giving directions

12769 Speed 20 SC BWB 950 MAD 1987

12769 Speed 20 SC BWB 950 MAD 1987

The 1987 Bulletins also included the first Model Registers of the Speed 20 SB, SC and SD models.


Now this little girl in Holland at the wheel of grandad’s TE21 got married in August….

Congratulations to Theo and Jacquemijne

Congratulations to Theo and Jacquemijne

Sandra & Coen van der Weiden on their way to pick up the Newlyweds

Sandra & Coen van der Weiden on their way to pick up the Newlyweds

If you appreciate good photography Rob Rowe has penned an article in the October 2016 Bulletin 561 which is reproduced on the Photo Competition page. More entries are welcome sent to

Here is one I took last month on the south bank of the Humber. I hadn’t spotted the birds until I zoomed in afterwards.

Grey Lady completed 1954 at the Humber Bridge completed 1981. Taken from the terrace of the Hope and Anchor Inn, on the delightful Sluice Road, South Ferriby. Swamped by the 2013 tidal surge and since restored. Camera Fuji FinePix 9800 ISO 100 f 5 1/500sec (auto)

Grey Lady completed 1954 at the Humber Bridge completed 1981. Taken from the terrace of the Hope and Anchor Inn, on the delightful Sluice Road, South Ferriby. Swamped by the 2013 tidal surge and since restored. Camera Fuji FinePix 9800 ISO 100 f 5 1/500sec (auto)


September Bulletin

In this month’s Bulletin …

Ron Walton remembers the Fourteen, Then and Now.

Nicholas Parsons is pictured taking part in “My favourite Car”

IAD is reported on by Chris Podger

Welsh members visit the birthplace of T G John

Ken Forbes reports on participating in the FIVA World Rally

The Chairman notes the lack of racing reports in recent Bulletins

Nadine Fox reports on the Graber Treffen in Switzerland

Ben Lenthall writes on Alvis Colours

Plus the usual letters and section reports.

Oh, and it’s 1996.

John Price-Williams was Editor of the monthly AOC Bulletin in 1996 – here is September’s to download and read.

To supplement the Bulletin which twenty years ago was only printed in black and white, a gallery of photos from the AOC archives of IAD 1996 has been added to the Albums and a new gallery of photos of the 1996 Graber Treffen has been added to Swiss Tours.



August additions

A new page, Data, has been added containing Mintex part numbers for brakes, clutch and fan belts for all models.

The Alvis agents page has been supplemented by a click on list of European agents supplied by Coen van der Weiden.

The PPS page has answers, and more, to the photo questions posed in Bulletin 558.

An opportunity has arisen to become the new custodian of an important post-war Alvis: the TC 21/100 Graber prototype No. 25859 Graber body No. 685. Commissioned by Alvis Ltd. in 1955, this was the 1955 Earls Court Motor Show car on the stand. Later used by J J Parkes, the then MD of Alvis Ltd., and registered TDU 810. Equipped with front disc brakes and overdrive BMC gear box. Sensible improvements include a Tudor Webasto roof, which greatly improves the usability, oil cooler and electronic ignition (Pertronix). In 2011 totally reconditioned engine and gear box. Interior completely restored, but partially retaining the original leather. A chance, to acquire one of the two historically most important prototypes, which secured Alvis production up to 1967 with a more modern design than previous models. Shown on page 64 of “Alvis Three Litre In Detail” and pages 88-91 of “Alvis Cars 1946-1967”. Price guide is 110 000,- €.

Pictured at the 2015 Graber Meeting in Switzerland. More pictures on request by email to

TC Graber Jansen TVR social day 036

The Dortschy TC ex TDU 810

New old stuff

Among a number of items recently donated to the Trust by Nick Simpson is a booklet on fitting a brake servo on the pre-war cars – just click and download…. Clayton Dewandre ALVIS Servo Fitting Instruction


Nick also passed on five packs of negatives of restoration photographs from 1993 by Stan Pollard which we are working through. We will contact known current owners of the cars in question.

A new page has been inserted listing the Alvis Agents who supplied our cars which was published in 1997 by Tony Phillips-Smith (APSley). To supplement this there is also a list of registration authorities applicable to our pre-1968 cars.

A neglected model also gets a new page this month – the TC21.

To tidy up the old Speed Models page the Speed 25 gets its own page too with an updated gallery.

The Albums page has been updated with more captions and consolidates several albums into one page.

The article published on the Fourteen website is also included for the wider audience on the P P S by Dave Culshaw page.

Originality in Concours…… continued

Robin Bendall writing as a retired Concours Judge has added his opinion on this matter which is something that’s concerned him for quite a while.

OLYMPUS DIGITAL CAMERA…..“the problem is not only the outward appearance of an Alvis but also the amount of modification that takes place in the mechanics which in my opinion makes many of these cars specials or at least not how they were designed. There are alternators, electronic ignition, power steering, overdrives, changes of gear boxes and distributors for magnetos of older cars, even seats with head rests on them surely all these modifications make them specials, and of course we know about bodywork .

How do we differentiate?

My view is there should be a master class in Concours for cars that are standard, that is to an Alvis design as it left the factory – not so many cars but they deserve to be recognised as original, the rest should be in a standard concours where they can be judges as ‘specials’ to some degree.

Maybe we could have a non-original section on their score sheet with say 100 points and a scale of deductions which take points off for non-original parts being fitted e.g. 5 points for an alternator and so on, a scale could easily be worked out and entrants would have to declare what alterations have been made to the car when they enter.

27081 Windsor FitkinFor bodywork a car that’s been converted to a drop head or has had a new body made should be judged on the quality of the design /conversion. So body designs that are very good and would meet an Alvis standard would be judge as such although I can think of other cars that would not meet that criteria by a mile. It would also have a benefit in knowing what cars are non-standard.  In the VSCC no modification is acceptable but that takes things to far in my view.

It’s just the germ of an idea but there must be a way to encourage people to keep their cars as Alvis designed and intended them to be used but accepting that some people want their cars to be modernised for ease of use.”

NEC 2013 025So we have a suggestion that we create a list of possible deviations from standard which in any case we all ought to declare for insurance purposes. How far do we go? Is a replacement bodywork panel less original than a repaired one? Should points be deducted for flashing indicators on the older cars? When should leather be replaced rather than refurbished.

I remember visiting a car museum on the 1980 Tour of Denmark – it had two sections, the spot-lit fully restored cars and the untouched ones awaiting restoration. It was the untouched ones which were most appreciated to see how they had survived. There are now 1980 cars being heralded as the new “classics” and clearly these are the cars that are affordable, for now. Cars that are ten years old now are in far better condition than ten year olds were in 1970.

My view? If you want an Alvis to use in the 2020s with all the latest updates, start with one that is beyond preservation or at least make sure the changes you make can be reversed. Originality once lost cannot be regained.

For the record this is an extract of AOC club policy from 2006. Is it time to review this? What do you think?


The Alvis Owner Club fosters and encourages the following activities:-

  • Preservation of Alvis cars.
  • Driving Alvis cars.
  • Promoting the Alvis Marque.
  • Social & sporting events.
  • Maintenance & restoration of Alvis cars.

The principal aim of the Club is to encourage the preservation, driving and display of Alvis cars and the other aims listed support this primary aim. Only proper and sensible preservation, maintenance and restoration can allow this to be achieved so that not only present, but future generations of enthusiasts may experience the delights of Alvis ownership in full measure. (See Appendix i)


Given the preservation aim of the Club, the most desirable Alvis is, in principle, one which is in totally 100% original condition and has not been modified in any way since leaving the factory. This, of course, is an impossible ideal. Items such as batteries and tyres have a limited life and would now be unserviceable even if the car had been laid up on the day it left the factory. Retrospective legislation and modern road conditions also demand modifications if the cars are to be used safely in today’s traffic conditions. Nevertheless, Club Policy is to encourage Members to maintain their cars in a condition which is as near to the original specification as is practical. (See Appendix ii)


It follows that the aim of the Club to promote the restoration of Alvis cars should, where practical, be done using parts which were originally associated with the individual chassis in question (e.g. the engine, gearbox, rear axle, coachwork etc ideally should be those originally fitted to the chassis). (See Appendix iii)


Generally speaking the Alvis motor car is a well balanced design with few inherent faults. Little is to be gained by modifying the design and a policy of restoration to as close as possible to original specification will pay dividends. Unnecessary modifications are discouraged and modifications should not be made without careful consideration or advice. (See Appendix iv)


Owners are encouraged to restore their cars with the original coachwork and reproduce interior trim as faithfully as possible. The excuse that saloon or other coachwork was removed “because it was beyond economic restoration” is deplored. (See Appendix v)


It is recognised that original/restorable Alvis cars are in short supply and it is considered appropriate to build up a car using an assembly of genuine Alvis components which originally came from different cars, with some new parts when original parts are not available. (See Appendix vi)


The safety of our cars, the occupants and other road users is of paramount importance. Lighting which was adequate in the 1930’s is often inadequate now, as are the minimum legal standards currently allowed for old cars. Lights which are smaller or dimmer than those on modern cars can be easily overlooked by other road users, while electric semaphore and hand signals are often not seen and may not be understood by young drivers. There are appropriate Safety Modifications. (See Appendix vii)


It is recognised that the Club has no jurisdiction over the actions of members with regard to their own property. These recommendations are issued to existing and new members as guidelines following extensive consultation with Club members. It is expected that members will abide by them, help promote and encourage others to support them in the spirit in which they are intended. It may be appropriate to modify the Policy from time to time. It is not issued as a means or guide for the purpose of classifying any particular Alvis vehicle.

N.J.Simpson FIMI. Technical Advisor.




In the 1950’s the main interest for members was with driving and keeping the cars roadworthy on a low budget. In many cases between the 1950’s and 1970’s pre-war Alvis cars were often in use as everyday cars. Many were owned by the impecunious and ‘Do-It-Yourself’ was the order of the day. Preservation and originality were not considered as much of a priority as they are today and many worn out examples were consigned to the scrap yard. In spite of this, during this period, some members with foresight enabled some wonderful Alvis cars to be preserved.

In those days the Motor Trade took little interest in old cars and many of the skilled artisans who knew about them had retired and the skills needed to maintain them had been dispersed or lost after the war. Practices which are deplored today and unnecessary were commonplace, such as breaking up cars for spare parts, amalgamating cars, removing saloon coachwork and converting chassis to an open sports body or constructing ‘specials’. We are extremely fortunate today that some of those early Club Members gathered and recorded so much information about Alvis products, preserving the cars, sometimes under difficult circumstances and leaving today’s enthusiasts with a rich legacy.

Alvis cars were never manufactured in large numbers and there is a limit to the number of surviving cars. The efforts and foresight of enthusiasts all those years ago should not be compromised by those who wish to create Specials and Replicas by plundering the limited numbers of surviving original complete cars. In recent years there has been a sharp increase in values of the more sporting Alvis cars, even replicas. Because of this pressure, the supply of closed cars for conversion has increased leaving the affordable surviving car numbers depleted.

This continued destruction of surviving ‘Entry-Level’ saloons is reducing the opportunities for younger and less wealthy enthusiasts to experience Alvis cars and the benefits our club. This applies to both pre-war and post-war cars. A growing number of Alvis enthusiasts believe our Club has the prime responsibility to take a positive lead to encourage, educate and persuade owners and prospective owners in the preservation of the remaining original Alvis cars.

Although many well-known and previously much modified cars in the Club may not strictly measure up to these new guidelines, their modifications and existence are a part of the cars’ history and it is emphasised that this policy will not apply retrospectively. These cars and their present and future owners will remain welcome members of the Club.


Of course there comes a time when the demands of originality conflict with maintaining a reasonably presentable motor car (paintwork fades, steel corrodes, wooden coachwork frames rot, upholstery disintegrates and plating tarnishes, etc). It is for the individual Members to decide the appropriate balance in this respect and refurbish as faithfully as possible.

The Club has among its Members and Council specialist ‘Model Secretaries’, many with long experience and comprehensive records of Alvis cars. They may be consulted by those in need of information with regard to original specifications and those considering making changes which may conflict with the Club Policy.

Members who own original and/or dilapidated cars, particularly those with closed coachwork are particularly welcome to bring their Alvis cars to club events if possible where a warm welcome will await them.


In many cases the ‘ideal’ restoration will not be possible because parts have been substituted, lost, damaged beyond repair or simply worn out. It is then acceptable to utilise parts from another car which has already been broken up, or new spares manufactured by specialists.

New parts should as a general principle, be manufactured to the original Alvis factory specification. If new parts are made to a different specification (to take advantage of the availability of modern materials) they should conform to the extent that it should not be necessary to modify original parts in order to fit them. It is sometimes necessary for owners to fit alternative major units to keep their cars running because of the high cost of restoration of the original unit. This is supported by the club provided, wherever possible, displaced original major numbered components such as engines should be retained to be passed on to a subsequent owner who may wish to restore and refit it.


It is certain that most Alvis cars will outlive their present owners and we should consider ownership as a Period of Trust before the cars move on to a future generation of Alvis enthusiasts. It therefore behoves us to make no irreversible modifications which involve cutting, welding or drilling parts. Such modifications are deplored. Owners should not be selfish concerning modifications and should ensure that Alvis cars are passed on in as historically a correct condition as possible for the reasons already stated.

Having stated that, modern traffic conditions are quite different from those for which our cars were designed, and it is recognised that some changes may be needed to allow for this. The fitting of modern safety features such as brake lights, flashing indicators, and the recommended standards for front and rear lighting are covered in the section on Safety Modifications. The extra electrical load may be too much for the standard ‘Third Brush’ dynamo on a long night journey, and there are modifications, reversible, and discreet.

The cooling system of our cars was not designed to work for long periods when the car is stationary or in slow-moving traffic queues, so it is acceptable to fit an electric fan.

It is recommended that new or replacement electrical wiring should be run tidily, out of sight where originality dictates it, and adequately secured.

Some owners have fitted higher ratio rear axle gears to help their car to be used in modern road conditions without overstressing the engine. This modification is more suitable than changing gearbox ratios or fitting modern overdrive units, but is not suitable for all models and advice should be sought. The Club does not wish to encourage it, although in keeping with its policy of promoting the use of Alvis cars on the road it accepts this modification provided it is fitted only to cars which will benefit, that the chassis and body are not mutilated and the original components are retained for re-use so that it could revert to standard specification later.


If no body exists owners are encouraged to build a reproduction of the original, in either closed or open design which could have been fitted to the chassis at the time of manufacture. Materials used should be appropriate to the period of the car (eg leather rather than vinyl and aluminium rather than glass-fibre).

It is preferable to seek an alternative, body-less Alvis chassis for replica coachwork purposes rather than destroy a complete original car however dilapidated it may appear. Un-restored, project cars with original coachwork are becoming rare and may become desirable for proper restoration purposes later. Every effort should be made to preserve them intact for those who want to restore them in the future.

Members who consider their Alvis to be beyond restoration are urged to discuss the situation fully with a member of the Club Council before taking steps to alter the car. Council members are available to provide advice at this stage and assist in directing the owner to responsible and capable restorers and specialists.


There are a few businesses supplying used spares for Alvis cars and the Club urges them to only take spares from incomplete cars totally beyond repair and to encourage those purchasing cars or chassis from them for restoration or rebuilding to seek advice from Club Council members before embarking on their project.


These practices are endorsed because they support one of the primary aims of the Club; to encourage driving Alvis cars. It is preferable to the alternative of allowing the constituent parts to deteriorate or be scrapped through lack of use. Owners of these cars should ensure that the car is accurately described and not claimed to be original and that the components to construct it are not taken from a complete car. Anyone considering the building-up of a car or Special should consult the Club Council before starting work.


It is recommended that rear lights, brake lights and direction indicators be sufficiently large or bright enough and located so as to be clearly distinguishable on busy roads with fast-moving traffic both in bright sunlight and in poor weather conditions.

This involves a departure from originality, and some care is needed in the selection of suitable light units and their positioning and fixing. There is a choice of units available from specialists and although almost all contain modern components, it is possible to find units which do not look too out of place on our cars.

Flashing indicators are highly recommended and may be incorporated into sidelights and rear lights. These may be legally white at the front and red at the rear but may not be immediately understood by other road users as flashing red rear lights could be confused with brake lights. However, there are now excellent and discreet miniature amber coloured units available which may be either built-in to the existing side light units or located separately in a reasonably discreet fashion so as not to spoil the appearance of our cars. It is also very worthwhile to incorporate a hazard warning switch into the system for emergency use.

Today sidelights have been more or less downgraded to parking lights and headlamps must be used in all conditions of poor visibility. Original headlamps can be upgraded to provide better illumination on unlit roads in the face of oncoming traffic, while having better dipped beam cut-off to prevent dazzle. The best solution is to provide alternative illumination which will meet the legal requirements, which can be done by incorporating low-wattage quartz-halogen bulbs into the original headlamps or fitting a pair of suitable additional driving lamps fitted with these bulbs, and switching over to the main headlamps occasionally when additional illumination is needed. These modifications require careful thought and some knowledge and skill to fit make the conversion.

Many of our cars are equipped for a single ‘dip’ left headlamp with the second, right headlamp extinguishing. This system, sometimes queried by the police and some MOT stations is, in fact perfectly legal at the time of writing, but are not be safe in the modern traffic environment. It is recommended that owners of these cars convert to ‘Double-Dipping’.


The DVLA does its best to cater for our cars but most of their rules are for modern cars. Thanks to the FBHVC, to whom our Club subscribes, some of the more bizarre European ‘One-Size-Fits-All’ rules have been modified to allow us to enjoy our cars in reasonably original fashion and without excessive restriction.

Our cars are able to retain their original identities (i.e. Registration Mark) despite a change of engine or body even if it has been completely dismantled and rebuilt. However, if it has been built up using parts from a variety of different cars or too many new parts, although it is recognised as contemporary with its component parts, it is given a new identity because it did not have a previous existence. Cars which have had a continuous existence despite having had several major parts replaced over a period of seventy-plus years may be difficult to classify for DVLA registration purposes.

It can be argued that provided all the changes have been properly dated and recorded over a period of time including the Registration Documentation, then the car which exists today can legitimately lay claim to the original Registration Mark. The main objective of DVLA is to prevent ‘laundering’ of stolen vehicles or parts or new cars claiming a fraudulent history. These rules vary and are updated from time to time and Members are advised to apply either to DVLA Swansea or their local Registration Office for a ruling.

A number of books have been written on Alvis cars and, although mainly concerned with the Alvis Company history, some of them have useful maintenance sections and useful technical information on Alvis cars. There is also the AOC Technical Compendium, an indexed Club publication containing reprints of most of the technical articles contributed by members to The Bulletin during its first 50 years. There is also the Club Archive. The Club Council Members, Model Secretaries and the Technical Advisor are also pleased to assist with Members queries.

Nicholas J.H.Simpson FIMI. Technical Advisor.


Some cars were specials when they were made - although in Graber's case this probably meant it was unique

Some cars were specials when they were made – although in Graber’s case this probably meant it was unique

As a number of other marques come to terms with allegations of criminal behaviour in relation to the building of “Specials” purporting to be original cars the question of provenance (as mentioned in the August 2015 post) has raised its head again in the Alvis world.

Chris Taylor, our senior Concours Judge, asks in his latest newsletter “This brings me to seek your opinion regarding this year’s judging at International where Mick Fletcher and I were judging the pre-war entries for concours. However there were not enough cars to field full entries for all sections so, in line with standard practice, entry classes were amalgamated but that meant this year specials were put with standard cars causing a newly re-bodied special to take the top pre-war prize for concours. This has led to quite a lot of emails and I would be interested in any opinions you may have on the subject for us to get it right next year.”

So the dilemma facing the judges and organisers of events is the classification of cars. The Preservation Class introduced a couple of years ago did not attract many entries and was intended to encourage those with original cars nicely presented but not in top condition to enter the competition. This year’s criteria for judging did not include “originality”. So Alvis owners, what do you think?

Meanwhile cars are still being advertised as original or as a particular model when examination of the archives database show they are not as described. A quiet word with the advertiser will hopefully ensure that a potential buyer will not be duped. Hopefully any potential buyer will enquire of the Model Secretary before parting with large sums. We know from experience that often buyers ask us about a car after they have bought it. So, is it incumbent on publishers of adverts to insist on accurate descriptions, including chassis number, Model Type and the actual body builder if the original body on the chassis has been changed?

The standard rear lights in this case on a Series II TD21

The standard rear lights in this case on a Series II TD21

Alvis and their coachbuilders always used proprietary brands of light units, to their own specification, usually Lucas such as on the Park Ward cars (also used on Humber Hawks and Aston Martins). These recently acquired photos show an experiment with another contemporary car’s unit – can you name the car?

Three views of a proposed use of ????? lights which, thankfully, did not replace the standard units used since 1958

Three views of a proposed use of  ****** *** lights which, thankfully, did not replace the standard units used since 1958