VPO 320 - Historic MGA 1500 Roadster

For the last few years I have been fortunate to have been the custodian of "VPO 320" a 1956 1500 MGA roadster in old english white. Such a car was a boyhood dream that I waited 35 years to achieve!
The car has a long history, with its first few years in private ownership before being purchased by Gordon Cobban, an MG enthusiast and secretary of MG Car Club SE area, who introduced VPO to motorsport in the form of hill climbs and events. Gordon then "lent" the car to Wilson F McComb who was a motoring journalist and editor of Safety Fast the MGCC magazine. Gordon stipulated that Wilson could modify his car and race it providing that the modifications were reversible when he had finished with it - a very trusting man!

So began a development project and racing campaign by a well connected "privateer" who gained success by a combination of "adding lightness" (removing over 300 lbs weight from the car), and using his planning and driving skills. Performing at many race tracks, it was especially successful at Silverstone where on one notable June day in 1960 it finished First in class in 3 events and also achieved second / third in two others.

I am lucky to not only have the car but also over 400 documents, comprising of ;letters, race results and lap time notes, hand written tuning notes, magazines featuring the car, and many photographs. There are also published books featuring the car and of course trophies from Silverstone.

I am indebted to the previous owner, Jon Graves-Morris who had the car restored in 1990 and looked after it until I purchased it. He restored it to as near as possible as it was raced, but allowing for everyday use (creature comforts such as a windscreen, hood and the original leather seats). Certainly the engine spec is as it was in 1960 and is a delight to drive, especially now that I have weakened and installed a 5 gear box to replace the ailing 4 speed close ratio unit that was original (to be reconditioned and ready to replace one day).

The car has given me immense pleasure and occasional irritation, as any 50 year old is entitled to do. I have driven all over the country to shows and events, driven round Silverstone and Goodwood on trackdays and regularly use it for visits to local shops.

2005 has been the best year to date with the re-enactment of the drive to Le Mans to celebrate the MGA 50th Anniversary. Six hours driving across France with the temperature at 30 degrees and the heater full on (there and back)was an experience! I will always remember the Legends race, the 24 hour race and finding friendly MG (and other marques) enthusiasts everywhere you went - I will try to forget the camp site facilities ....

Also in 2005 I entered the car in the MGA Anniversary race at Silverstone where it rained and rained so much so that they closed the track for a while before we went out. With the smallest engine in the race I was pleased to keep it on the track and to not finish last. It was a shame that few saw the race and I know that the drivers could see less than the spectators - it was a relief to find a very wet official waving a chequered flag at me. Perhaps next year?

I am always interested in adding to the history of the car so if anybody knows of any relevant information please let me know. I will also try to add some more period photos to the site to show other cars that raced with VPO.
2006
The end of 2005 was difficult for many reasons and I looked forward to a new year with hope and anticipation. As usual “life” got in the way of MG affairs and my first significant event of the year was the 3 day International Silverstone event where I entered the MGA Trophy race, vowing to do better than in the previous year.

Preparation was best described as back end loaded with all ready until I realised that the MOT expired one day before the race, and my friendly local MOT ststion just down the road had closed down. A quick check and fortunately VPO passed as usual with some comment on rear high intensity lights and fire extinguishers.

So to Silverstone. Always an interesting drive with some locals around oxford waving and maybe recognising the car – it had previously followed this route in 1960 – 62 so I was looking for aging spectators! Practice went well and as usual the help and hospitality from the MG “usual suspects” was warm and welcoming. I was ready for the race and adrenaline surged as the flag went down. The car was going better than ever and I was actually able to pass a couple of cars as well as not let others past. So far so good, and then the line approached and the checkered flag was readied - - - just when the leading pack joined me and lapped me at the line, so we took the flag together! All very exciting, especially when they all slowed down and took well deserved applause. The problem was that I had crossed the line just ahead of the leader and so had another lap to do. I did not realise , pulled in with all the others and was classified as Did Not Finish!! B***er! Never mind, I really enjoyed it and there’s always next year.

Two weeks later on a local road I accelerated at a roundabout in second gear and heard a very expensive sounding noise (sounded like a big end bearing fail) accompanied by a loss of power. Strange still have oil pressure, temp OK and no smoke so drift the short distance home with a round of applause from the outdoor guests at the local pub. Off with the sump to reveal a new two piece crankshaft and the end of MG motoring for a while. Thinking back, I should have known – car performing best ever, using that performance, and the accounts of earlier days ….”two weeks after a Silverstone meeting, Wilson McComb was driving through Oxford on the way to the next event when he developed what he called a folding crankshaft” – so this engine has been through this before..

So to work. An interesting experience as I had purchased the car fully restored and did not know for sure the internal engine details. First obvious issue was that the previous engine builder had not “tabbed” the big end bolts, but despite the lack of locktabs only one was at a slightly lower torque than the rest. Inspection revealed a crank broken across the web just behind the centre main bearing. Damage to the rear oil seals was a serious problem but otherwise all was well.

I tried to get advice from several sources and ended up with Bob West who did a marvellous job in sourcing a crankshaft and having a one off replacement rear oil seal housing made. I took his advice to put in a new camshaft as a precaution and took delivery of all the pieces for re-assembly. At the same time I took the long discussed step of converting the head to unleaded.

2007 / 2008
Unfortunately due to a series of events including writing my road car off on the motorway, the re-build is not yet complete and it is now January 2008!! Now I need to finish the rebuild and enjoy 2008. To add pressure I have booked to drive the car to the Classic Le Mans and will re-new my competition license with thoughts of entering the MGA race at Silverstone. Other work will get in the way and my son has now passed his test and wants me to modify his Mini Cooper and fit wide wheels and arches in my spare time…….