MRC

by A Hughes
 

The arrival of the first car from the company called simply the 1066 Model Racing Car, was somewhat organic, as the parts came on to the market bit by bit, with the chassis being the last item offered. A body was added even later. Every single component for the car was given a code to identify it.

The wheels were the first items to appear and comprised two pressed aluminium discs held apart by an aluminium spacer. The discs were assembled on a hub, which had either a knockoff type spinner or a tommy bar hole on the outer end, and was threaded ¼ BSF internally with a left or right hand thread. (Many have been damaged through this when brute force has been used to screw the axles in). A fine rate thread on the outside of the hub enabled the unit to be clamped with a thin aluminium nut. A turned aluminium brake drum would also screw onto this hub.

Tyres were originally solid ‘Hastings Racing Cord’, later named ‘1066 Solid Racing Cord’ but eventually precision ‘air-cored’ tyres were made available which made for weight reduction and a smoother ride. The air-cored tyres were similar to a modern tubeless tyre and only retained the air through the clamping pressure on the beads. Stopping the tyres turning in the discs was a problem with driving wheels, although it was claimed that they would never strip from the wheels. A complete wheel and tyre would cost you a princely 15/6 (77p)

Next to turn up was an axle unit. Three castings made up the axle, which was the full width of the car. A 3/16^" input shaft mated to the pinion of a set of 2:1 bevel gears and the crown wheel was pinned to a ¼" axle. All shafts ran in bronze bearing sleeves. Axles were threaded left and right hand to match the wheel hubs. Casting sets cost 10/6 (52p) with the gears, axles and bushes having to be purchased separately.

The last element of the drive train was a clutch. 1066 offered two quite distinct units, both of which required the same standard flywheel. CL1 was a standard three shoed centrifugal type, with the shoes screwed directly onto the face of the flywheel. An aluminium drum ran on the extended end of the long collett mentioned earlier. A 1/4" dia ball joint took the drive to the axle unit.

CL2 was a separate unit which mated to the flywheel via the three screw holes used for the shoes on CL1 This clutch had two shoes which were spring loaded so that they were permanently engaged and provided a ‘soft take up’ Output arrangements were the same as for the three shoe version.

If the published plan for the car is followed, the engine will only fit if the CL2 clutch is used. The holes for the motor mount must be drilled further back if the CL1 unit is to be used. This then limits the space for the fuel tank as well. As an aside, if a standard 3/8" plug is fitted into the motor it fouls the body. Another example of a 1066 ‘design glitch’

Finally a complete chassis kit was marketed. This was available in three stages of completion. K1 at 62/6 (£3.12), consisted components and materials, but with all the machining to do. K2 had a clutch added to the basic package and cost 92/6 (£4.62) and K3, which was a complete car ready to assemble at £6-12-6 (£6.52). Folded aluminium side rails 5/8x1/4 were held together by a cast front member and a folded rear member. The engine plate and steering unit gave some rigidity to the whole assembly. Axles were located by radius rods screwed into cast teardrop axle mounts with suspension by coil springs and spring pins through very flimsy steel angles. The back axle rotated, with the wheels, in two bronze bushes that were held into 2 die-cast ‘axle mounts’ by setscrews. The front radius rods were straight and bolted to the side members. The full width axle housing clamped into the cast radius rod ends with 2 more setscrews. The rear rods however had to be cranked quite sharply to attach to the steering mechanism. A later modification involved running the rear spring pins directly through the chassis member. This allowed the radius rods to be kept straight, but left large unsupported overhangs for the axle as the mounts and bearings were moved inboard by 1" each side.

The car was finished off with a large rectangular fuel tank between the chassis members and two NIFE cells in a battery holder attached to the rear of the chassis.

Original adverts show what is referred to as an ‘ERA type body’ but this does not look the same as what was eventually produced and certainly not like an ERA. The production body was a simple pressing from 20 SWG aluminium that has a more ‘twenties’ look. The body was available in three states. Unfinished for 24/6 (£1.42). Buffed and polished at 29/6 (£1.47). The most expensive option was to have it coloured and anodised for a total of 38/6 (£1.92).

In 1949 a ‘Luxury Kit’ was advertised, which included a buffed and polished body, a large front valance, a radiator grill, and upholstery for the cockpit

The CH1 chassis was very flimsy and really only suitable for motors up to 5cc. Chassis kits were advertised for 2.5, 5 and 10cc cars, but as far as I am aware, there was never a 2.5cc car that existed as a separate entity.

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