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Welcome to the AACNW Official Website! Join the Forum! ¦ Join the club!

Welcome to the AACNW!


Based in the North West of England, the AACNW is growing stronger each year with American vehicle enthusiasts who commonly enjoy the workmanship, the soul and passion of American vehicles.

It is a family car club so it is open to all visitors of all interests of American vehicles, whether you are from the North West of England or any other place in the world.

Founded in 1981
Not just a car club, the AACNW is a resource of knowledge and friendships to all American vehicle enthusiasts and has been doing so since 1981

Got an American Vehicle? You've come to the right place!

* Parts USA

* Vehicle GPS UK

Vehicle GPS UK
April 20, 2017, 04:47:28 PM by gibbs | Views: 38 | Comments: 0

David Johnson Ford Lincoln Ltd
Contacts:- David Johnson Tel: 0161 747 8749
John Smith Tel: 07779 102258

Current Stock List (19/04/2017)

All Left-Hand Drive North American vehicles.

Chrysler 300C Limited Sedan 3.6 Ltr V6 VVT engine, 305Bhp, Automatic 8 speed, Steel Metallic with Black Leather interior, Panoramic powered sunroof, ABS, Traction control, Touch screen stereo, etc, etc, 96 Delivery Miles Only, Comfort and Performance. £28,750

2015 Ford Fiesta Titanium (American Shape)LHD 1.6 ltr, Ruby Redwith Charcoal Leather interior, 4 door, 5 speed manual, Low emissions, Dual Power Mirrors, Leather wrapped Steering Wheel Cruise with Audio Controls, Air Con, Power Locks with remote Keyless entry, Hill Start  Assist, ABS, Premium stereo, 150 delivery miles only, Aluminium Sparkle Wheels  £7,750

2015 Ford Fiesta Titanium (USA) LHD 1.6 Duratech Engine, 5 speed Manual Transmission, Magnetic with Black Leather interior, 5 seater, Power Locks with Remote, Keyless Entry, Power Front Windows, Dual Power Door Mirrors, Air Con, Premium Stereo System with AM/FM/CD/USB Sync with Voice Activation, Message Centre, Advanced Trac, ABS, Leather Wrapped Steering Wheel with Audio with Audio and Cruise Control, 559 miles also in metric, 16" Aluminium Sparkle Wheels. £7,750

2015 Ford Fiesta Titanium (USA) LHD 1.6 Duratech Engine, 5 speed Manual Transmission, Oxford White with Black Leather interior, 5 seater, Power Locks with remote, Dual Power Door Mirrors, Keyless Entry, Air Con, Leather Wrapped Steering Wheel with Audio and Cruise Control, Premium Stereo System with AM/FM/CD/USB Sync with Voice Activation, 16" Aluminium Sparkle Wheels, 6160 miles (9915Km) £7,770

Ford Fiesta In Blue Candy we have 3 x (USA) LHD Manual 5 Speed
and 1 x (USA) LHD Manual 5 Speed Hatchback all are:  £POA

2015 Ford Fiesta SE (USA) LHD 1.6 Duratech Engine, 6- Speed
Automatic Transmission, Ruby Red with Black Fabric Interior, Power Windows, Power Door Locks with Remote Power Door Mirrors, Reverse Sensors, Tilt/Telescopic Steering Wheel, Electronic Automatic Temperature Control. Premium Stereo with AM/FM/CD/USB, Sync with Voice Activation, ABS, 15" Premium Alloy Wheels, Front Spot Lamps, 6732 Miles. £8,750

2015 Lincoln MKZ 4 door Sedan 2.0ltr Eco-boost, 6 speed Push Button Automatic, Colours; various, Panoramic Roof, Heated and cooled driver & passenger seats with Driver Memory, 19" alloys, sync, ABS, traction control, Blis with Cross Traffic Alert, Power trunk (Boot) Lid, Anti-Lock Brakes, Rear View Camera with sensors, etc, etc, (see website for full information) £16,500
2015 Lincoln MKZ 4 door Sedan 2.0ltr Eco-boost 6 speed Push Button Automatic. Heated and Cooled Front Seats with 10 way Power Driver's Seat with Memory, 6 speed Select Shift Auto Transmission, Tilt Steering Wheel, Cruise Control, Power Sunroof, etc,etc, (see website for full information) £15,850

2014 Lincoln MKX 3.7ltr V6 AWD, Automatic, Black Metallic with Black Premium Leather seats with piping, , (See website for full details) £18,500.

2014 Lincoln MKX 3.7ltr V6 AWD, "California Emissions", Automatic, Ingot Silver Metallic with Black Premium Leather seats with piping with wood interior package. Heated/Cooled Front Seats,(See website for full details). £18,995.

2016 Ford Explorer XLT 4WD 3.5ltr V6 (290Bhp) Blue Jeans Metallic, mileage 23 miles, 7 seater, Automatic with paddle shift, 18" wheels, power windows, door locks, dual panel powered moon roof etc, etc, etc. £26,500

2016 Ford Explorer XLT 4WD 3.5ltr V6 (290Bhp) Guard Metallic (Dark Green) 94 miles, 7 seater, Automatic with paddle shift, 18" Wheels, power windows, door locks, push-button start etc, etc, etc. £26,500

2016 Ford Explorer XLT 4WD 3.5ltr V6 (290Bhp) Ingot Silver with Earth premium fabric interior, 67 miles, 7 seater, Automatic with paddle-shift, power windows, locks, power tailgate with hands free, push-button start, etc, etc, etc. £26,500

2016 Ford Explorer XLT 4WD 3.5ltr V6 (290Bhp), Shadow Black with Premium Ebony Fabric Interior, Automatic Transmission with Paddle-shift, 10 Way Power Drivers Seat, Power Windows, Power Door Locks, Power Heated Door Mirrors with Amber Turn Signals, Power Tail Lift with Hands Free, Remote Start etc, etc, (see website for more information). £26,500

17 Registration Ford Taurus SE 3.5L V6 Auto, 53 delivery miles only. Magnetic Metallic with Dune Premium Fabric Interior Power Windows etc, etc, etc £16,995 Full description on website.
July 19, 2013, 12:33:11 PM by gibbs | Views: 4345 | Comments: 0

Something Special: Highlighting the History of Limited-Edition Corvettes

[Car & Driver] compiled a list highlighting special-edition Vettes, starting with the 1978 Silver Anniversary paint option. Which one would you like to park in your collection?

1978 Silver Anniversary Edition

This year marked the Vette’s 25th birthday, and Chevrolet marked the occasion with 15,000 or so Silver Anniversary editions. The recipient of the first two-tone paint scheme offered in more than 15 years, the car also got aluminum wheels and ‘sport’ exterior mirrors. The package cost just under $800.

1978 Indy 500 Pace Car Replica

The Corvette paced the Indy 500 for the first time this year, and Chevy marked the occasion with a limited-edition Pace Car Replica model. It included a two-tone paint scheme with red detail striping, mirror-tinted T-tops, and special VIN numbers. Chevy had initially planned to produce 300 as a nod to the production run of the original ’53 model, but the automaker gave way to demand and some 6500 were produced.

1982 Collector’s Edition

The ’82 Collector’s Edition was the first Corvette to crest $20,000. For that money, buyers got a silver and beige paint scheme and interior treatment, decals inside and out, removable glass roof panels, and commemorative aluminum wheels.

1993 40th Anniversary Edition

Chevrolet celebrated the Corvette’s 40th birthday with an appearance package for both coupes and convertibles. Ruby Red was applied to both interior and exterior, 40th Anniversary emblems replaced the Vette’s standard fare, and bespoke center caps were added as well.

1995 Indy 500 Pace Car Replica

Five-hundred and twenty-seven Corvette Indy 500 Pace Car Replicas were built, all convertibles, although none featured the Speedway-mandated roll bar and fairing seen on the real-deal pace car above. All came in Dark Purple Metallic with Arctic White trim, and featured a white leather interior, a white softtop, and special Indy 500 graphics.

1996 Collector’s Edition

A Sebring Silver paint scheme with Collector’s Edition decals, silver-painted 17-inch aluminum wheels, along with “Collector’s Edition” embroidery were all that set this limited-run Corvette apart.

1996 Grand Sport

The second batch of Grand Sports was 200 times larger than the first—1000 if you’re keeping score at home. Powered by the stronger, 330-hp LT4 V-8, the ’96 Grand Sport was finished in Admiral Blue with a white stripe running down the center of the car and red hash marks on the driver’s side front fender. Black-painted 17-inch aluminum wheels sat in front of  black-painted brake calipers; flared fenders provided shelter for the rolling stock on coupes, although convertibles did without the body mods. Interior color choices were limited to black or black with red details, but all featured “Grand Sport” embroidery on their perforated leather seats.

1998 Indy 500 Pace Car Replica

By 1998, the signature purple hue had a name: Pace Car Purple. It was slathered on this special-edition convertible, which came with a leather interior trimmed in black and yellow and rolled on yellow-painted wheels. The requisite Indy 500 graphics were applied, too. We recommend not staring at this image for too long lest you burn out your eyes—it’s like some sort of incredibly dated sun.

2003 50th Anniversary Package

For the Corvette’s 50th birthday, Chevy painted a batch of coupes and convertibles in Xirallic Crystal—that’s burgundy if you don’t speak GM’s color palette—and fitted them with champagne-painted aluminum wheels and a beige interior treatment. The 50th Anniversary Corvettes also came standard with Magnetic Ride Control.

2004 Commemorative Edition

Created to send off the C5, the Commemorative edition nods to the C5-R’s success at the 24 Hours of Le Mans. The exterior was painted Le Mans Blue, and Z06 verisons featured silver and red accent detailing, a carbon-fiber hood, and small lettering within the classic Vette emblems that read, “Commemorative 24:00 Heures Du Mans 2 GTS Wins.” Non-Z06 Commemoratives got the Le Mans Blue finish and “Commemorative” embroidery in headrests, but no direct Le Mans shout-outs.

2007 Z06 Ron Fellows Championship Edition

To commemorate Ron Fellows’s ALMS GT1 championship, Chevrolet produced an Arctic White Z06 featuring red and silver accent pieces. This scheme, as well as the maple leaf incorporated in the car’s graphics, is a nod to Fellows’s Canadian heritage. The Fellows Championship Edition Vette also featured 20-inch chrome wheels, a lip spoiler, a “Corvette” windshield banner, a red interior treatment, and Fellows’s signature on the armrest.

2007 Indy 500 Pace Car Replica

For the car’s ninth Indy 500 pace-car appearance, Chevrolet offered another Pace Car Replica, which was available only with a black ragtop and Atomic Orange paint. Orange also trimmed the engine cover and the interior. Indy 500 logos were applied to the doors and embroidered on the headrests, natch.

2008 Victory Edition

The Corvette’s racing heritage isn’t lost on Chevrolet’s European arm, and this Victory Edition Corvette was made available on the Continent for the 2008 model year. Available in black or Velocity Yellow Tintcoat, the car also wore five-spoke aluminum wheels finished in Competition Gray (18 inches up front, 19 out back) and a body-colored lip spoiler. The interior was finished in black and yellow, with yellow contrast stitching, carbon-look trim accents, and a numbered Victory Edition badge.

2008 427 Limited Edition Z06

To pay homage to a legendary engine, this special edition—powered by the 7.0-liter LS7, which technically displaces 428 cubic inches, but we digress—featured “427” badging on the hood and embroidery on the floor mats. The rest of what separates the 427 Limited Edition from regular Z06s included Crystal Red Tintcoat paint, a black hood stripe, unique wheels, and a body-colored spoiler. Just 427 were made available to North American customers, but a further 78 were produced for global consumption.

Comparison Test: 2013 SRT Viper GTS vs. 2013 Chevrolet Corvette ZR1
Instrumented Test: 2013 Chevrolet Corvette 427 Convertible\
Comparison Test: 2012 Chevrolet Corvette Z06 vs. 2013 Nissan GT-R vs. 2012 Porsche 911 Carrera S

2009 GT1 Championship Edition

Because releasing a special edition named for the driver who won you an ALMS GT1 championship two years ago isn’t enough, it was decided that there would be a GT1 Championship Edition Corvette. This would celebrate the Corvette’s 70 victories and eight class championships. This package was available on regular and Z06-spec Corvettes, although it provided no performance upgrades. The C6.R race car’s instantly recognizable Velocity Yellow was one available finish, with a black exterior also on offer. “GT1” emblems could be found on the black-and-yellow seats, the instrument panel, and the armrest. A unique VIN sequence and a carbon-and-black engine cover finished the package.

2009 Competition Edition

European markets received the Competition Edition Corvette to celebrate yet another season of Corvette involvement in motorsports. To that end, Chevrolet claimed that the Competition Corvette bore subtle resemblance to the C6.R and excluded many options in the name of weight savings. The Competition was set apart from plebeian Continental Corvettes by the Z06′s lip spoiler, Competition Gray five-spoke aluminum wheels, and a specific black exterior finish.

2011 Z06 Carbon Limited Edition

One of the truly special editions in Corvette-dom, Chevrolet offered to Z06 Carbon for two reasons: One, to meet demand for a middle ground between the Z06 and the ZR1. And two, to celebrate 50 years since the brand’s first involvement in Le Mans. This Z06 made use of the ZR1’s 15-inch carbon-ceramic brakes, adjustable magnetorheological shocks, and 19-inch wheels up front and 20-inchers out back. The “Carbon” portion of the name is no gimmick, either, as the ZR1-inspired hood, rocker extensions, front splitter, and roof panel all are rendered in the lightweight weave. To keep this car special—Chevrolet offered the vast majority of these performance goodies in two option packages—it received a Z06 Carbon emblem on the steering wheel, doorsills, and headrests; and was available in only Inferno Orange and Supersonic Blue. The production run was capped at 500 units.

2012 Centennial Edition

A hundred years of Chevrolet yielded the Centennial edition, which turned out to be not much more than an appearance package. Available exclusively in Carbon Flash Metallic, this special-edition Vette featured matte-black decals and red trim applied to the 19- and 20-inch black wheels, brake calipers, and interior stitching. It did add magnetorheological shocks to those Vettes that weren’t so equipped, as well as the performance mods gifted to the previous year’s Z06 Carbon Edition.

2013 60th Anniversary Package

Launched at the same time as the 427 convertible—which was basically a Z06 without a roof—this was a special-order pack available for all 2013 Vettes. Goodies included white paint and a blue interior, optional blue striping (that continued in fabric on the roofs of convertible models!), and a plethora of anniversary logos. Both this package and the 427 honored the end of the C6 generation.

2014 C7 Stingray Premiere Edition

The first special-edition C7, the Premiere Edition will be limited to a production run of 500 units. Those will be identifiable by the Laguna Blue exterior treatment and the brown faux suede interior, as well as the Stingray emblems applied to the center caps and doorsills. The car also makes use of an exposed carbon-fiber roof, and comes complete with special Premiere Edition luggage by Thule.

Article credit: Car & Driver Blog
June 12, 2013, 11:40:41 AM by gibbs | Views: 3669 | Comments: 0

No, that isn't a run-of-the-mill 1969 Mustang coupé someone decided to craft into a poor Mach 1 replica with GT350 rocker stripes. It is a legit Shelby GT350, just not the one sold in the United States. It's the one sold in Mexico.

The Mexican Shelbys were the brainchild of Eduardo Vélazquez. When in 1965 Ford of Mexico started manufacturing its own version of the Ford Mustang, Vélazquez teamed up with Carroll Shelby to act as a supplier of performance parts, aimed at converting regular Mustangs into GT350s. Shelby de Mexico was born.

But that's pretty much the US GT350, you're probably thinking. Well, demand increased, and both Shelby and Vélazquez agreed to create an actual dealership GT350 model based off the Mexican Mustang. Since the Mexican Mustang was only available as a coupé, the fastback and convertible models were discarded from the beginning. The only engine available was the 302ci straight from Ford's Mexican factories, giving it 315 HP. A total of 169 were sold in 1967 plus 203 more in 1968.

In 1969 the GT350 Mexico finally gained the iconic Shelby tailights. Unlike the US GT350 and GT500, it retained the 1969 Mustang's front end looks. Vélazquez sold 306 during that year, one of them being a special racing model commissioned by himself, and fitted with a 377ci motor capable of 450 HP at 7000 RPM. This was far more powerful than the ordinary 302, and dominated touring car racing in Mexico during 1969 and 1970.

In 1970, no Mexican Shelbys were built. The model would return for the following year as the GT351, although it had close to zero Shelby hardware. As the name indicates, it was powered by a stock 351ci V8, again made in Mexico. Production estimates are of 250 units for that year.

At the end of 1971, Shelby was out of business. The last Mexican Shelbys built were a 300 car run based off the Ford Maverick. Similarly to the GT351, there was no performance addition, nor actual Shelby hardware. These 300 cars marked the end of what was arguably the most interesting of all the Latin American classic cars.

Article credit: Opposite Lock at Jalopnik
November 01, 2012, 11:27:21 PM by gibbs | Views: 4511 | Comments: 10

Seems like cars have always had radios, but they didn't. Here's the true story:

One evening. in 1929, two young men named William Lear and Elmer Wavering drove their girlfriends to a lookout point high above the Mississippi River town of Quincy, Illinois, to watch the sunset. It was a romantic night to be sure, but one of the women observed that it would be even nicer if they could listen to music in the car. Lear and Wavering liked the idea. Both men had tinkered with radios (Lear had served as a radio operator in the U.S. Navy during World War 1), and it wasn't long before they were taking apart a home radio and trying to get it to work in a car. But it wasn't as easy as it sounds:

Automobiles have ignition switches, generators, spark plugs, and other electrical equipment that generate noisy static interference, making it nearly impossible to listen to the radio when the engine was running.
One by one, Lear and Wavering identified and eliminated each source of electrical interference. When they finally got their radio to work, they took it to a radio convention in Chicago. There they met Paul Galvin, owner of Galvin Manufacturing Corporation. He made a product called a "battery eliminator" a device that allowed battery-powered radios to run on house-hold AC current. But as more homes were wired for electricity more radio manufacturers made AC-powered radios. Galvin needed a new product to manufacture. When he met Lear and Wavering at the radio convention, he found it. He believed that mass-produced, affordable car radios had the potential to become a huge business.
Lear and Wavering set up shop in Galvin's factory, and when they perfected their first radio, they installed it in his Studebaker. Then Galvin went to a local banker to apply for a loan. Thinking it might sweeten the deal, he had his men install a radio in the banker's Packard. Good idea, but it didn't work -- Half an hour after the installation, the banker's Packard caught on fire. (They didn't get the loan). Galvin didn't give up. He drove his Studebaker ".early 800 miles to Atlantic City to show off the radio at the 1930 Radio Manufacturers Association convention. Too broke to afford a booth, he parked the car outside the convention hall and cranked up the radio so that passing conventioneers could hear it. That idea worked -- He got enough orders to put the radio into production.

That first production model was called the 5T71.

Galvin decided he needed to come up with something a little catchier. In those days many companies in the phonograph and radio businesses used the suffix "ola" for their names - Radiola, Columbiola, and Victrola were three of the biggest. Galvin decided to do the same thing, and since his radio was intended for use in a motor vehicle, he decided to call it the Motorola But even with the name change, the radio still had problems: When Motorola went on sale in 1930, it cost about $110 uninstalled, at a time when you could buy a brand-new car for $650, and the country was sliding into the Great Depression. (By that measure, a radio for a new car would cost about $3,000 today). In 1930 it took two men several days to put in a car radio -- The dashboard had to be taken apart so that the receiver and a single speaker could be installed, and the ceiling had to be cut open to install the antenna. These early radios ran on their own batteries, not on the car battery, so holes had to be cut into the floorboard to accommodate them. The installation manual had eight complete diagrams and 28 pages of instructions.

Selling complicated car radios that cost 20 percent of the price of a brand-new car wouldn't have been easy in the best of times, let alone during the Great Depression.

Galvin lost money in 1930 and struggled for a couple of years after that. But things picked up in 1933 when Ford began offering Motorola's pre-installed at the factory. In 1934 they got another boost when Galvin struck a deal with B.F. Goodrich tire company to sell and install them in its chain of tire stores By then the price of the radio, installation included, had dropped to $55. The Motorola car radio was off and running. (The name of the company would be officially changed from Galvin Manufacturing to "Motorola" in 1947).
In the meantime, Galvin continued to develop new uses for car radios. In 1936, the same year that it introduced push-button tuning, it also introduced the Motorola Police Cruiser, a stan-dard car radio that was factory preset to a single frequency to pick up police broad-casts. In 1940 he developed with the first hand-held two-way radio -- The Handie-Talkie -- for the U. S. Army.

A lot of the communications technologies that we take for granted today were born in Motorola labs in the years that followed World War II.
  • In 1947 they came out with the first television to sell under $200.
  • In 1956 the company introduced the world's first pager.
  • In 1969 it supplied the radio and television equipment that was used to televise Neil Arm-strong's first steps on the Moon.
  • In 1973 it invented the world's first handheld cellular phone.
Today Motorola is one of the largest cell phone manufacturers in the world -- And it all started with the car radio.

The two men who installed the first radio in Paul Galvin's car, Elmer Wavering and William Lear, ended up taking very different paths in life. Wavering stayed with Motorola. In the 1950's he helped change the automobile experience again when he developed the first automotive alternator, replacing inefficient and unreliable generators. The invention lead to such luxuries as power windows, power seats, and,eventually, air-conditioning.
Lear also continued inventing. He holds more than 150 patents. Remember eight-track tape players? Lear invented that. But what he's really famous for are his contribu-tions to the field of aviation. He invented radio direction finders for planes, aided in the invention of the autopilot, designed the first fully automatic aircraft landing system, and in 1963 introduced his most famous invention of all, the Lear Jet, the world's first mass-produced, affordable busi-ness jet. (Not bad for a guy who dropped out of school after the eighth grade.)
Sometimes it is fun to find out how some of the many things that we take for granted actually came into being!
And  It all started with a woman's suggestion!

(Article supplied by member Sam Barlow). Article appeared in November 2012's edition of the AACNW Club Magazine
April 07, 2012, 09:27:20 PM by Gordon | Views: 2853 | Comments: 1

American Auto Club (NW)
(From September 1981 to 1993 + 1995)
(by John Smith member No. 22)
Part 1
This is my part in the history of this club, which was omitted from the recent history article in the May 2011 edition.
I joined this club in May 1981 after I had bought a 1972 Mustang Convertible, saw an advert in “Street Machine” for a new meeting at the “Westward Ho” an ex Isle of Man Steamer, moored at Pamona Dock in Manchester. I went along on a Friday night and joined along with another 20 new members. The club was originally called “American Auto Club” the (NW) was added later as a result of a “clash” with another club with the same name in the Midlands, who actually started 2 weeks later in May 1981.
I was the 29th member of the club we all contributed each time towards the cost of the room on the ship. The meetings were held either weekly or fortnightly it’s a little vague now (my memory, it was 30 years ago!)
1981/1982 were local shows usually held on a field with other events going on, all in the North West. The other events which were available included the Leeds Cruise and another held in Bolton (for a very short time). We did find a abandoned WW11 camp up at Rhodes Green near Middleton and we were able to get onto it for a spot of Drag Racing on an intact piece of concrete, all good fun at the time. We had the “KING” of burnouts with us at that time…Tony Jones.
In the September of 1982 at a meet up at Pomona Docks, the then secretary of the club “Chrissy”, threw the club’s books at me and said “bleep, bleep this club, you do it”. I know I like a challenge but, “How the ‘ell do you run an American Car Club”
The Friday meets were badly attended down to 6-8 members a time and were costing me personally, each meeting (to pay for the room), it couldn’t go on. So come October 1982 I shut it down for the winter months, so I would have the time to find a pub with a big car-park and in a better location.
I found a pub, but it was The Whitegate at Chadderton and re-started the Club in April 1983 here. I sent a single page flyer out to all who had previously attended the Westward Ho meetings, to advise them that the club had a new venue and was now on a Tuesday night from 8.00 pm. Over the winter I had “persuaded” Paul Beebe to help me promote the club. He became the first Chairman. Paul was a courier for G.U.S. in Manchester and went around daily collecting the internal mail from different sites in the North West and along the way stopping every American Car he saw and handing out membership forms, most of which came back filled in and with the fee to join. We also took a stand at the Rod and Custom show at Belle Vue, showing Pauls Shelby Mustang 350 and my 72 Mustang Convertible and over the 2 days 80 new members joined.
The Whitegate proved not to be a good venue as the car-park was getting too busy, so I found another pub about half a mile away The Red Barn at Chadderton with a massive car-park, the landlord welcomed us with “open arms” later I found out why.
We set up a car show along with other attractions for early July ’83, it was very well attended and we had around 220 cars there, some people brought 3 cars each!! The pub ran out of beer twice.
The totting up of the takings revealed, 2 things, the guy who ran the pub was a convicted bankrupt, only the brewery didn’t know that and he pocketed the proceeds. Needless to say he lost his job and I received a cheque from the brewery for £500 for the club.
Here is where Harold English comes into it. This is his part of the story.
He says: I first met the AACNW at Adlington Hall, near Macclesfield sometime in June/July 1982 or 83 He says I was involved with a friend of mine who organized the show, I had at this time my 1978 GMC “Jimmy” and matching caravan and I used this at the entrance gate to book in the cars, it was a good base should it rain and my “Jimmy” parked by the side was always admired – about 10 American cars turned up. I booked them in and directed to the arena for parking. Among the drivers was our much respected John Smith…Somehow he coerced me to join the Club. My first meetings were up at the Red Barn, on Broadway, nr. Chadderton, Oldham, I certainly wasn’t impressed, Paul Beebe was Chairman (in name) but there was no sort of cohesion or coordination, nobody seemed to know what was happening, just standing around the car-park or inside the pub chatting!
Some sort of problem occurred (see previous page) and we had to find another venue.
This was the Black Swan at Hollins Green, near Cadishead on the A57 and was a lovely little pub but had NO club room as such – being in the bar area we were in with the normal customers so communication was pretty near out of the question. Around this time late ‘83 Paul Beebe decided to resign and after much consultation I decided to become Chairman. The Club certainly needed some sort of direction and identity – the main man and “chief spanner” by my side at this time was my old pal John Smith. I then made certain appointments for a Committee to run the Club – in the early days at the Black Swan I asked the guys to congregate at the far end of the pub lounge and I would stand on a chair to address the members and give out the necessary information. Problems soon arose with certain hotheads “burning off” outside the Pub which aroused the local neighbourhood and upset the Landlord, Bill, who was a really nice guy but just wanted a peaceful existence. We were given warnings – I then tried to advise members but to no avail and we were given notice to quit from the following month, it is always the minority who spoil it for the rest!!! By this time the committee was firmly in position, so we made enquiries about a better venue for our fortnightly Club meetings. I may be wrong but the committee comprised John Smith (Secretary/Treasurer), Alan Clark (Events), Bob Cook (Professional Drinker) and Elaine Renolds (Editors) and Les Jones. Our tasks then concerned driving around all areas to vet any potential venues, this was a hard, time consuming task! Eventually we dropped in at the Brown Cow (present venue) and right away everything dropped into place, the room, the car-park and the landlady, Joan, who was very accommodating. We were unanimous and declared this to be the club venue and this was recorded in our newsletter to advise members of dates and location.
Bob and Elaine were by this time producing a much better and informative newsletter. Remember guys, NO COMPUTERS in these days! I then set about preparing a format for Club nights and for the A.G.M’s every year. I tried to make it a proper Club Night, sometimes we got guest speakers, sometimes mini auctions and then of course I sorted out the “Christmas Party”!
The next hurdle was the AGM, always full, I devised the current “Motor-mind Quiz”. Most times my mate Chris Jackson came over to set down the “Committee” for re-election, we had some really good meetings. It is pleasing for me to see that most of the things I implemented all those years ago are still going strong in the same format. As the years went by certain members wanted to have our own show, tell me about it! We were not a rich Club and we were always made welcome where ever we went with membership growing steadily, so I saw no point in crippling the Club with debts. I did spots on radio Manchester, articles in Manchester Evening News (motoring page August 1985), a full feature in Lancashire Life when we did Woodvale Show at Southport around 1988.
My only concession to members who attended “our show” was that pre-entered members would receive our specially minted Club plaque. For our first one we asked for designs for the plaque from members and the design was voted for by all members. Every year a new plaque with the Club design plus the current venue for the show was issued. I have all my plaques somewhere in the loft, will try to find them and get a picture for the magazine. We used to do a few long distance shows, I took my “Jimmy” and Caravan and used as a Club Stand. Surprising how much interest was created and how many new members came on board. As the years went by the Club more or less ran itself, changes at the committee, Barry Dunnett, Barrie Cunliffe all followed in my footsteps but I did almost 8 years as Chairman. I was made Honorary President in 1991 for my efforts but for the last 2 years, up to 1990 I did all the editorials myself as well as being Chairman… I thought the early days of the Club were overstressed in the magazine, but people have different perspectives… there were certainly some good days at the Club meetings, c’est la vie- All the Best…..Harold English

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