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The Historic Times - Historic Racing South Africa
The Historic Times “Historics is Happiness” September 2010 Volume 12, Issue 9 Sports and GT and Saloon Cars combine at Phakisa 1 hour Editor’s Corner With a little elbow grease and dedication, it is often astounding to see seemingly impossible dream take shape. Never has this principle been more applicable than to the new look HT. The task of the editor was to jumpstart the HT, propelling it into a new realm. It is happening! There is a principle in the publishing industry: A publication can only grow as revenue grows, and revenue can only grow as circulation increases - a definite chicken and egg scenario with the same inability to determine which comes first. The committee and the MSA both realise that we are a growing club and have a message to put across to many more people than our 200 club members. Contents Chairman’s Chirp......................................................................... Page 5 Tech Talk with Werner Vonk...................................................... Page 7 Phakisa by Harry Lombard....................................................... Page12 Voting required for HRCR Insurance fund.............................. Page 15 Classic Classifieds...................................................................... Page 19 We investigated the possibilities of either going it alone in a bigger way or joining an existing, more established magazine with a 10 000 plus readership. Both activities have the possibility of achieving our goal, with the latter achieving goals quicker than the first. The first proposal was circulated but not tabled. The second, however, has great possibilities, all agreed. If this second option proved to be successful we may have a new editor. I will not spoil the fun by divulging too much at this stage, yet the news may break as soon as this noggin and will turn this writing into some redundant banter. Watch and listen for a truly exciting conclusion! The editorial staff (Derik and I) realised the sacrifice of compiling reading material when we were compiling the HT while everyone was down at Phakisa - not that we would have had the opportunity to race with both the Scirocco and GT6 laid up. We loved doing the HT and take pride in a job well done. The Scirocco was blessed with a refreshed engine that failed to start and run properly due to some really giddy electrics. The GT6 had the gearbox removed, only to find that there was nothing wrong with it and it was really shoddy wheel hubs that were transmitting noise through the drive train into the gearbox. A bit dof, when we could have disconnected the drive shaft to find the problem. A gearbox is really hard to take out of a GT6. Another lesson learned the hard way! Many other drivers are experiencing the same fate this time of year and Fritz Koch also confirmed that the Mini Marcos is parked for the year, needing (truly) a new gearbox. This edition of the HT is very lean issue. Barry is overseas, Willem Vorster went to the A1 Grand Prix (suppose someone had to do it) and no submissions were received timeously for Sports & GT and Marque. The ever true Harry Lombard did not fail nor did Werner Vonk disappoint with his timely technical advice. Springbok Series It is final. The series will be concluded over three rounds. December 4 and 5 2010 December 16 2010 February 5 2011 Kyalami East London Killarney Here is a thought: Start your holiday early and stretch it long and do not go back to work for the entire two month period! You will find that the articles are more condensed, to not only produce a thinner magazine but in an effort to see whether we can cover all the news in a shorter and punchier manner. This may be required for the future editions of the HT. We are looking forward to our last two series races at Kyalami and Zwartkops to conclude another successful HRCR year that will surely have a much larger turnout than the Phakisa event. The year 2010 saw our highest ever subscriptions and sponsorship, leaving the club in a very tidy financial position, money that will be well protected with the corrected constitution Thanks to my editorial staff, thanks Derik, for a job well done once more. Happy reading and safe driving. MOBILECTRIC cc Est. 1988 Auto Electrical repairs to all makes of cars Alternators. Starters. Diagnostics. Lights. Alarms systems. Electric Windows. Central Locking. Ignition Systems. Focus Lights. Regas of Air Con. Dual Battery Systems. All car Wiring and Lights + Trailer Wiring/Plugs/Lights. Overheating problems. Re-wire of race cars Building of race engines Frank Copping Unit 3, Stand 50 Liner Ave (near the Take Away) Laser Park, Honeydew Page 4 Tel: (011) 794-1058 Email: [email protected] Chairman’s Chirp September 2010 Our chairmain is currently overseas and can unfortunately not contribute to this edition of the Historic Times I do not know why Gert wanted this action full frontal……hope I am low enough…… Page 5 He was present at Phakisa though. New car is looking good Barry! Tech Talk with Werner Vonk Part 3 The Brakes and HOW TO USE THEM! In this article I will have a look at some of the theory of what the brakes are suppose to do, and how we, as “racing driver” or should I say “weekend warrior” should be using these. As simple as this sounds, one will be surprised that we are not using our brake to their full potential. We sometimes try to be “king of the late brakers” and end up with flat spotted tires and falling off the road. Whether we are locking up the brakes or not, this is a very important part of any vehicle and when a system like this is not in good working order, you are endangering your own live as well as others! The Theory: Newton’s Law 1: A Particle remains at rest or continues to move in a straight line with a uniform velocity if there is no unbalanced force acting on it. This means that our vehicle will carry on moving “forward” if there are no external forces working in, on our car. We have natural forces such as wind resistance; wheel resistance etc. which will slows the car down. Seeing that we cannot only rely on nature we have invented systems that this can be done in a more controlled environment. Which is called the braking system. ( to slow down motion) Newton’s Law2: The acceleration of a particle is proportional to the resultant force acting on it and is in the direction of this force The size of force we apply will dictate how fast we decelerate or accelerate. Hence more horse power = quicker acceleration. Bigger brakes = quicker deceleration, however this is not all that simple. The braking system will need to function as one unit, this includes the driver, and finding a balance is where it all gets a bit tricky. Seeing that the driver is a variable in our equations, this will change the criteria of every car, track and human condition. We can get an acceptable balance for the norm of conditions, and being human, drive around the deficiencies. But how does one know or realize when a system is optimized and suitable to your driving style, car or track. Consistent data and driver (that is why F1 drivers get payed to drive) will back up theory, with consistent results. Unfortunately we do not get paid to drive fast and we drive old cars. We are definitely not consisant with our performance (unless it is trying to finish a race) nor do we have technical engineers to tell us what to do. This means we have to rely on advice, some good & some bad, from our fellow racers, articles and mechanics. This will also be a good time to state that I will not be held responsible for any lose or damage caused by any advice given in this article…..this is a risk that we all have to take. Not knowing doesn’t make it better, but knowing and not doing anything about it, is stupidity. Right, the braking system consists of a few items: calipers, brake pads, rotor, pedals and so on. I will cover what they do, or shouldn’t do, and try and explain some of the myths and pub talk rubbish! In next article. This article will cover the need to know (not to much detail) and the following article will cover how to apply this to our cars. The Caliper: Calipers come in all sorts of shape and sizes. Earlier cars had drum brakes on all four corners and then started with a disc type brake in the front and then on all fours. Before we discard the drum brake (which is not adequate in our form of use) we need to understand what is happening. The theory is that the bigger the diameter and the more surface area we have to “clamp” on our brake system the more brake force in Newton Meter (N.M) can be applied to slow down our vehicle. The diameter is a restriction on the rim size so we have to look at the method of clamping the system and transferring that to the tires. The “drum” system will have adequate clamping force and can maximize the diameters availble, but is old…. and should only be run if the rules state so. There is not enough heat dissipation nor any pad compound choice. (That is as much as I will say about drums). Disc brake calipers come mainly in a sliding or multi pod design. Sliding calipers (Fig1) work fine in theory , are cheap to manufacture and have nice hand brake capabilities, but do not work all that well in high demand applications. They will however be a remarkable upgrade or replacement for drum units. Due to the sliding characteristics, the bridge is not strong enough and the slides eventually wear down which results in bad pad tapper wear. This leaves us with a multi piston caliper (yes you do get multi piston sliding calipers, and suffer from the same defects) which I will recommend to upgrade to if the money permits. The main advantage of using multi piston calipers ,that can be purchased from our Figure 1 performance shops , are that they are light,(mostly constructed from aluminum) ,a choice of competition compounds brake pads and a range of bigger rotor diameters are available. Some manufactures have made pad compounds available for our old cast iron 2 piston calipers, and will work 100% in most cases. This is also the most cost effective and easy to use. I prefer an old 2 piston cast iron Page 7 caliper to an aluminum sliding caliper. The first thing when asked about these calipers is how many pistons are best. One piston on either side of the rotor is adequate! The only reason for using multi piston calipers is to use a longer pad and spread the load evenly along the pad. This can be from 1-4 pistons per pad. But when we distribute the load evenly along the pad we end up with brake pads that are worn taper. This is off set with different piston diameters from small to large. They are staggered with the smallest piston on the entry side of the disc and will step up to bigger size pistons towards the exits side of the disc. This means that the calipers are directional and will have a dedicated left and right hand part. Another important part of the caliper is the bridge design. Due to the nature of applying the clamping force to our rotor, we have a bridge that connects the bodies that houses the pistons on either side of the rotor. The bridge needs to be as stiff as possible. The best calipers are machined from a single piece of material. This makes the unit very expensive, and specialized, due to manufacturing, machining and so on. We will typically look at a caliper that can be split in half. This allows for cheaper manufacturing, flexibility in rotor withes but compromises in bridge strength. It must be said that with technology advancing all the time, this is held at a minimum. Nor will we pick up that the caliper is flexing in our applications. The other important aspect of the caliper is how the unit mounts to our strut/upright. Lug mount is the most popular if the caliper and the upright are manufactured together. The second is radial mount. This, in my opinion, is a better design, and can accommodate a lager variety of mount possibilities. It is not stronger in any way than a lug mount, but will depend on application. We also have to look at price, which is probably the most limiting factor off all. Typical manufacturers’ that we all know are, Wilwood, APracing, Brembo etc. The most expensive caliper will not always be the best for your application, and a balance between rotor size and brake pad availability will have a greater affect. Brake pads: This is the component that is treated with the least respect and yet does the hardest work. There is a thousand and one different brake pad shape and sizes with a variety of compounds. Manufactures are EBC, Competition Friction, Ferodo…and will mostly depend on if they make a pad that fits your caliper. Semi-metallic / sintered This is a good compromise between street and track. These seem to be the pad of choice for sportier vechals. They do work well when hot, but not for extended periods of time. They have good wear properties and don’t squeal. Metallic These pads are typically reserved for racing and the metal can be seen in the bonding material. They squeal and dust like crazy, are hard on rotors and don't work well when cold. There is a variety of compounds to choose from. Most manufacturers make pad sizes for all available performance calipers on the market. Ceramic Ceramic pads still have metal fibers (about 15% vs. about 40% for semi-metallic) but they are copper instead of steel and therefore cause less wear and transfer heat better. They don't fade as easily as other pads, cool faster, last longer, and are effectively silent. The dust created by ceramic pads is also very light in color so your wheels look cleaner Brake Fluid: Brake fluid is possibly the single most neglected component of the automobile. Most high performance drivers check their tire pressures and change their engine oil at frequent intervals. Virtually no one (including me) ever changes the brake fluid in their street car - or even bleeds the brakes. WRONG! The function of brake fluid is to provide an incompressible medium to transmit the driver’s foot pressure on the brake pedal through the master cylinder(s) to the calipers in order to clamp the friction material against the discs. The foot pressure is multiplied by the mechanical pedal ratio and the hydraulic ratio of the master cylinders, booster (if used) and caliper piston(s).This is a simple concept. When fresh, all brake fluids are virtually incompressible and the system works as well as its mechanical and hydraulic design allows. There are, however significant problems. Overheated brake fluid can (and will) boil in the caliper. Boiling produces gas bubbles within any boiling fluid. Gas is compressible so boiling brake fluid leads to a “soft” brake pedal with long travel. In extreme cases overheated brake fluid necessitates “pumping the brake pedal” in order to get a pedal at all. “Due to the extreme operating temperatures of a high-performance brake system, standard off-the-shelf brake fluids are not recommended.” This is what most of the big manufacturers will say. They are probably right, but we don’t do Le mans nor Formula series. Of critical importance in determining a fluids ability to handle high temperature applications is the Dry Boiling Page 8 Point and compressibility. The Dry Boiling Point is the temperature at which a brake fluid will boil in its virgin non-contaminated state. The highest temperature Dry Boiling Point available in a DOT 3 fluid is 572 degrees F. The Wet Boiling Point is the temperature a brake fluid will boil after it has been fully saturated with moisture. The DOT 3 requirement for wet boiling point is a minimum temperature of 284 degrees F There are many ways for moisture to enter your brake system. Condensation from regular use, washing the vehicle and humidity are the most common, with little hope of prevention. Glycol based DOT 3 & 4 fluids are hygroscopic; they absorb brake system moisture, and over time the boiling point is gradually reduced. DOT 5 Silicone Brake Fluid is a silicone-based (Polydimethysiloxane) fluid that is formulated specifically for used in hydraulic brake systems to provide corrosion in protection and lubrication.DOT 5 Silicone Brake Fluid is recognizable by its bluish-purplish color. In comparison to DOT 3 & DOT 4 Brake Fluids, DOT 5 provides higher thermal stability and higher dry and wet boiling points. In addition, being silicone-based, DOT 5 is hydrophobic and will not absorb water. It is not recommended to use DOT 5 fluid in any racing applications. DOT 5 fluid is not hygroscopic, so as moisture enters the system, it is not absorbed by the fluid, and results in beads of moisture moving through the brake line, collecting in the calipers. It is not uncommon to have caliper temperatures exceed 200 degrees F, and at 212 degrees F, this collected moisture will boil causing vapor lock and system failure. Additionally, DOT 5 fluid is highly compressible due to aeration and foaming under normal braking conditions, providing a spongy brake feel. Pedals: Pedal ratio, or mechanical leverage is the ratio calculated from the length from the pivot point of the pedal to the center of the foot pedal (A), divided by the length from the pivot point to the master cylinder pushrod (B). Refer to the figures below. Mechanical leverage is simply a means of increasing the brake force without increasing your leg effort. As “A” gets longer and “B” gets shorter, the mechanical leverage increases brake force without pushing harder on the pedal. The disadvantage is that the pedal stroke also increases, requiring you to push the pedal further. This will become a problem with constrained spaces. The hydraulic ratio is also of great importance and a balance of mechanical and hydraulic ratio should be found. If uncertain about which pedal ratio is right for your application, a 6:1or 5:1 ratio is an excellent starting point The balance bar is an adjustable lever (usually a threaded rod), that pivots on a spherical bearing and uses two separate master cylinders for the front and rear brakes. Most balance bars are part of a pedal assembly that also provides a mounting for the master cylinders. When the balance bar is centered, it pushes equally on both master cylinders creating equal pressure, given that the master cylinders are the same size bore. When adjusted as far as possible toward one master cylinder it will push approximately twice as hard on that cylinder as the other. To set up the balance bar, thread the master cylinder pushrods through their respective clevises to obtain the desired position. Threading one pushrod into its respective clevis means threading the other one out the same amount. Sometimes this will lead to a “cocked” balance bar when the pedal is in the relaxed position, see Figure 2, “no pedal effort”. This is acceptable as long as each master cylinder pushrod is completely free of pressure when the pedal is relaxed. Figure 2 Page 9 Rotor( Disc brake) The function of the rotors is to slow down the vehicle. In physics, energy cannot be created or destroyed, but only transformed from one form to another. In order to slow the vehicle down, our “motion or stored energy” must be transformed into “stopping energy”. This energy comes in the form of wear or friction. This translates into heat and will then be spent into the air streams fia our rotor. It is important that the rotor has the capacity to store that huge amount of energy and dissipate it into the air stream. The Amount of energy will depend on the weight and speed of the car. If our rotor is not big enough, we will have a brake failure, the rotor will over heat, distort and burn the brake pads. There are two main types of rotors, solid and ventilated. Solid rotors are used mainly in applications where the rules state the use of them or in a light application. Typically in the rear of our cars and in very light formula cars. Any other application should use ventilated where possible. Vented rotors feature a series of air channels between the two disc faces. These channels are referred to vanes and come in a range of shapes to aid better cooling. The internal vanes pump cooler air from the center of the wheel through the vanes, and so transfer the heat buildup into the air. The wider the vanes, the more energy can be put into the air steam. The material used is also important. For our purpose, cast iron will be used. Aluminum, Titanium and carbon are alternatives for the rich and wealthy, and will need more specialized brake pads. Machining slots or drilling holes is important in high demand applications. When storing vast amounts of energy in such short time, the brake pads will heat up and gasses will form between the pad and face of the rotor. If these gasses are not removed at a acceptable rate, it will form a “air cushion” and no matter how hard the brake pedal is pushed, there will be no contact on the rotor and hence no brakes! Slots and holes give the gasses a path to follow and remove at a higher rate. I do not know whether slot are better than drilling holes, but have heard of holes drilled incorrectly can lead to cracks forming and propagating through the hole rotor. Slots on the other hand eliminate this and allow the general machine shop to machine slot on a rotor face without specialist knowledge. The shape of the slot has also take on different designs, some for looks and other for function and the professionals will insist in scraping angels, groove depth and widths. I machined a few of our own with different patterns and direction, and haven’t noticed a slightest difference, as long as there is a slot…job done! Mounting the rotor to the hub is done in two ways, ridged and floating. For our purpose and the type of disc we will use, ridged mounting is the norm, even with aluminum hat top. The bolted mounting is generally preferred for strength and security where the rotor is bolted with a series of bolts or secured with the rim. Floating rotors is highly used on motor cycles and allows the rotor to move in an axial direction in order to “find” a centered home when the clamping force of the pads acts upon the rotor. Rotors can also be heat treated and coated and marked with special heat paint. This is all fair and well, but if the driver, engineer does not use this to any comparable data, it is money that could be spent better on other items of the system. One is being stainless steel brake hose. This one of the cheapest items that MUST replace the “rubber” units and will have a definite “feel” difference to the brake system. It will sharpen the feel of the pedal, and aid more consistency to the system. This is also a life time unit and will never need replacement again. Proportional valve is another handy unit and I have found more and more useful. This unit is usually placed in line, and on the rear brake circuit. This unit is a valve and limits the flow of brake fluid to the caliper. In doing so the initial pressure after the valve is lower and places less pressure in the caliper piston. However, the pressure will eventually equalize in the circuit and the caliper will experience the same amount of pressure or force, if given enough time. What is great about the unit is it can be located close to the driver and be adjusted in increments. This means that the balance bar can spread the hydraulic force front to rear and the valve can be used to “fine tune” the bias. In rear wheel drive cars, the rear end can lock up very quickly when applying brakes and gearing down. This eases the initial pressure spike in the brake line prevents the rear from snapping under brakes. There is unfortuanaly not enough space to cover all aspects of the brake system and would like to wrights a lot more. Once again there is books written about this, and hope people will realize the complexity of the mater and make informed decisions. In the next article I will discuss how we as “racing drivers” can use all the equipment as they are intended to . Page 10 Page 11 Phakisa UNBIASED PERSONALLY OPINIATED TEXT BY Harry Lombard. In the A to D qualifying on pole as usually was Willie Hepburn-Camaro followed By Ellison-Alfa, Anton Raaths-beautiful R100 – moving from C to B before the race, Phil Pantazis-240Z, Tow man Pieter van Nieuwenhuizen-Escort, Mark O’Reily-Nissan, Cindy EvansFinney-Gordini, Werner Vonk, Jacques Cilliers and Gert Botesall Escort mounted, Theo van Vuuren-2002, Barry Scott-Escort, Mike Roberts-Merc, Louw van der Westhuizen-160Z and Sophos Pantazis-Alfa. As has been in the past the 2002 of O’Sullivan was hanging in the air with some problem. [Perhaps he should consider an Alfa] © Barry Scott Having fixed and changed all the disc pads on the race car and buying a spare front tyre, I felt that the ‘Kaap was weer Hollands” once all the checks were completed and the wheel alignment done. I had organized to stay at the usual guest house in Welkom and had Jerry with the Abarth and Anton in the Mazda R100 as fellow guests. Friday morning before sparrows I was waiting at the first 1-Stop going to Welkom. We left from here in convoy. At Kroonstad the fuel cans were filled and the journey was continued. At the circuit all the necessary was dispensed with and pack donkeys unloaded. Once the new pads had been seated and cooled, some fast laps were dispensed of and once the “rhythm” was there, the car was parked and readied for the next day although some spare fuel was on the order list. In the E to G field on pole was Shaun van Nieuwenhuizen-Escort followed by Vonk snr-Escort, Lombard-Beetle, Kevin ArmstrongFiat, Selwyn Roberts-Merc, Herman Pienaaar-SSS with a borrowed engine while his was being rebuilt, Ladner-Capri, Colin Kean-Merc, Iain Meaker –Escort, the shared Alfa of Shaun Cabrita and Stuart Greig, returnee Lucky Thomaides-Scirocco, Isi da Silva-160 U, Mae van der Westhuizen-Escort, Kevin Taylor-Capri, Joe Soares-Escort, Desmond and Brandon Soekoe-both Toyota mounted, Danie van Schalkwyk-Beetle, Michelle Perry-Escort and a hot running SSS of Manny Micouros.` By the time the first A to D race started ,Ellison was out with a ‘lost’ wheel and some suspension damage whilst racing in the S> race and while having a good scrap with Anton in the R100. In the Touring race Willie set off like a scalded cat with the Mazda following. Behind them there was some good swopping of positions between Mark, O’Sullivan, Cindy, Phil and Jacques. Uli, Werner and Pieter were having their own BMW/Escort wrestle while Gert, Theo and Louw were scrapping it out. I saw Mark O’Reily and his crew changing an exhaust gasket and Cindy’s car receiving some attention. Meaker had a few hot wires on the electronic ignition and Pieter van Nieuwenhuizen totally misunderstanding the concept of “getting a tow’ with his son towing him behind his car all over including to the scrutineering bay. Upon inspection, I discovered that he had in fact removed the carbs and was waiting for his wife to bring another set from other side the boerewors curtain. One of the Soekoe crew also had his car just cut out on him. After eating at a place called ‘Mustangs’ where amongst other things on the menu there was a “moerse sosatie’ for R33, we settled in for a slightly interrupted restless night. After a decent breakfast, we got to the circuit by 0700. We had a fairly sparse field for both classes. Page 12 © Barry Scott A short growing distance behind them Sophos, Mike and Barry were trying their best to outfox each other. Mark retired after 4 laps .In the end Willie won by the proverbial mile ,followed by Anton, O’Sullivan, Phil and Cindy. At this stage they had pulled a gap on Jacques, Uli, class breaker Werner and Pieter. They were followed by Theo, Louw and Gert. The last trio’s winner was Mike, followed by Barry who beat Sophos by point 2 of a second. For the E to G race Andy decided not to race his SSS because of overheating. The start got off to a flyer with Ladner flying through from the rear having swopped his 14 inch wanked ‘qualifying tyres ‘ for 13 inch full slicks. He got to the front within a lap. Behind him a huge scrap ensued between Armstrong, Vonk, Shaun and Lombard. Iain was scrapping with returnee Lucky while Selwyn was having his hands full with Herman and Cabrita following closely. Soares was following Mae with Kean holding station ahead of Taylor in the Capri. Brandon, Michelle and Desmond were a further distance back. Danie in the yellow bug retired as usual with a chucked fan belt and Isi opted to rather preserve his rubber and pulled in after 4 laps. Shaun got passed by the bug a time or two on the back section, only to regain his position down the straight with Armstrong pushing them to the limits. While this was going on Vonk Snr was keeping Ladner honest and Herman was getting used to the new found reliability and power getting closer to Selwyn and Iain. On the last lap going through the last right hander before the pit corner, Vonk ran wide, lost it on the dirt and spun across the track backwards and sideswiped the tyres. Pienaar slowly but surely started falling back with tire troubles. Ellison retired after 1 lap with suspected broken piston, Puschavez retired after 8 laps, Danie’s Beetle chucked the fan belt-s.o.s after 10, Botes retired with an electrical glitch after 14, Sanne also retired after 14 and Phil put a rod through the block in the 240Z after lapping the E front runners on the 18 th lap. The first time we were lapped it was Lazarus , followed by Hepburn and Greve. The second time it was Greve and Lazarus as I believe a wishbone pulled out of the chassis on the Camaro and Willie retired after 25 laps. There were dices all over, but a few people had not fitted bigger tanks and/or standard ones and some had to pit more than once for fuel. After leading the class for a while with about 10 minutes to go Lombard noticed the Merc of Roberts catching at a speed as well as Vonk snr . After holding off Roberts for a while who in turn was holding off Vonk, the trio spotted O’Sullivan catching them. At the end of the pit straight as to not hold up the 2002, Lombard et al waved him to pass. Lombard ran wide and eventually had to turn in or wind up in the tires. WHACK-the 2002 smacked the bug on the front fender in passing, with the Merc taking over the lead from here. I don’t know whether this an old group N habit or…,. On the last lap Vonk snr pulled in as he heard a wheel bearing making a noise and pitted to fit a new one so that his daughter could do the Marque car race later in the same car. Meaker slowed at one stage when the car started missing and found a burnt out earth wire on the electronic ignition. Raaths too had a wire come loose that bridges the two coils dropping him a bit down the order. Later when walking past Willie’s Camaro I saw that the rears were totally smooth with some big bald canvas patches on them. Pienaar’s car on the left front had wire sticking out right around the inside explaining the understeer. He was happy that the motor had lasted though and bought it from the owner. The race was won by Greve followed by Lazarus and O’Sullivan. Class positions were B-Raaths, C-OSullivan, Cilliers and O’Reily, D- Theo van Vuuren, Werner Vonk, Mike Roberts. E-Selwyn Roberts, Lombard, Kevin Armstrong. © Barry Scott Ladner won followed by Shaun, Lombard, Armstrong, Lucky, Iain, Herman, Selwyn, Cabrita, Mae, Soares, Kean, Taylor, Brandon, Michelle Vonk and last classified finisher Desmond. For the 1 hour the Touring cars and S> were combined and the grid was at first put out according to fastest laps and then correctly according to total race times. On pole was John Greve with his Rasberry coloured Porsche followed by Lazarus in the GT 40 AND Hepburn in the Camaro. The rest was a mixture of a few S > cars and Touring cars. The pace car pulled off down the main straight and the front runners then determined the pace for the start which went off smoothly. F-Mae van der Westhuizen, Isi da Silva, Kevin Taylor. Prize-giving was well attended and the local organizing chairman did not wish to give any comment even though he was presented the opportunity by Peter Lindenberg. There were some tired faces about ,but I think the day was thoroughly enjoyed by all. Peter commented as well that the mix of Sports and GT and Touring cars worked well and could this be happening again in the future. It was done before, a long time ago when roosters had hands etc.. In the beginning the E class fight was between , Ladner, Lombard, Pienaar, Armstrong , Van Nieuwenhuizen jnr, and Roberts snr. On the second lap the Ladner car picked up a miss and pitted. Lombard then fell in behind van Nieuwenhuizen with Armstrong attacking all the way. Page 13 Convert Beta/VHS to DVD JC Craft Videos -> DVD Records -> CD’s Beta -> VHS 8mm + 16 mm Photos Wedding + Music Photos -> DVD Order Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 Titles available from Carel - Beta-VHS to Price: R50 single, R100 double Legends-Revival & SA 2007 SPRINGBOK SERIES REVIVAL 2008 LEGENDS OF THE 9 HOUR 2009 LEGENDS OF THE 9 HOUR SA TOURIST TROPHY 2005 BRITTISH titles 2003 MSA BRITTISH TOURING CAR CHAMPIONSHIP USA titles AMERICAN CLASSICS classic chevrolets AMERICAN CLASSICS classic travel trailers AMERICAN CLASSICS king of kustomizing AMERICAN CLASSICS vol 1 THE L.A. ROADSTER SHOW AMERICAN GRAFFITI AMERICAN MUSCLE AMERICAN MUSCLE ford fairlane gt & talladega 427 cobra AMERICAN MUSCLE plymouth/dodge/hemi/chev nova ss Special interest cars RACING THROUGH TIME ALFA ROMEO CARROLL SHELBY FORDS SERIOUS V8s SHOEBOX DREAM FABULOUS FORDS Movies and Personalities "BULLITT" steve mcqueen "DEATH PROOF" ALARM FUR 11 ASPHALT WARS AUTO RECOVER BAD BOY ALTEREDS 11 BANSHEE BIKER BOYZ survival of the fastest BLACK DOG BULLDOG BASH 2004 BULLET BURT REYNODS IN WHITE LIGHTNING CANNONBALL RUN 1 CANNONBALL RUN 11 CAR NAPPING CAR WARS CAR WARS GREATEST HITS CATCH ME IF YOU CAN CHAMPION DON GARLITS CHRISTINE CONE IN 60 SECONDS=2 CONVOY CRASH CRASH CRASH CRAZY CRASH IMPACT CRASH KINGS RALLYING CRASH KINGS RALLYING 2 DAKAR 07 DAMON HILL'S WILD & WHACKY RACES DAYS OF THUNDER DEAD ON TIME DEAD RACER from pedal to metal DEATH CAR ON THE FREEWAY DEATH OR GLORY VOL 1 DEATH RACE DEATH RACERS DEVILS KNIGHT DIE VOORTSE LINIE DIRTY MARY GRAZY LARRY DOLPHINS DOOR CAR CHAOS 2005 vol 2 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 Page 14 Carel 083 263 2841 [email protected] DRAGENRACING FEATURING 2005 PLANET SAND DRAGSTRIP GIRL DRIVEN EARTH ANGEL EAT MY DUST EXIT SPEED FANGIO a pirelli tribute FAST COMPANY FAST GIRL FAST LANE FAST TRAC FATAL BBEATY FERRARI FINISH LINE FUEL & FIRE FURY ON WHEELS GONE IN 60 SECONDS GONE IN 60 SECONDS THE JUNKMAN GONE IN 60 SECONDS=gone in 60 seconds -2Grand Prix GRAND PRIX GRAND PRIX THE GOLDEN YEARS GREASED LIGHTNING GREAT CARS GUMBALL 3000 the movie JAMES HUNT PROFILE OF A LEGEND MANSELL AND WILLIAMS '99 MURRAY WALKER'S F1 GREAT'S MURRAY WALKER'S MAGIC MOMENTS FORMULA 1 WORLD CHAMPIONSHIP '89 FORMULA 1 WORLD CHAMPIONSHIP '90 FORMULA 1 WORLD CHAMPIONSHIP '91 FORMULA ONE 1979 maranello mastery F1 2000 WORLD CHAMPIONSHIP Havoc and Thrills BEST OF HAVOC BEST OF HAVOC 1 DECADE OF HAVOC DECADE OF THRILLS 1 DECADE OF THRILLS 2 HAVOC 1 HAVOC 10 HAVOC 11 HAVOC 11 HAVOC 3 HAVOC 4 HAVOC 5 HAVOC 6 HAVOC 7 HAVOC 7 HAVOC 8 HAVOC 9 Drag racing NHRA CHAMPIONSHIP DRAG RACING-DRAG RACING 1993 NHRA DRAG RACING 1993 NHRA DRAG RACING '91 NHRA DRAG RACING '91 NHRA DRAG RACING '94 NHRA DRAG REVIEW 1998 NHRA DRAG REVIEW '94 NHRA DRAG REVIEW '95 NHRA DRAG REVIEW '96 NHRA DRAG REVIEW '97 NHRA DRAG REVIEW '99 FUNNY CAR SUMMER Mansell in USA NIGEL MANSELL's INDYCAR DIARY VOL 1 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 NIGEL MANSELL's INDYCAR DIARY VOL 2 NIGEL MANSELL's INDYCAR DIARY VOL 3 NIGEL MANSELL's INDYCAR DIARY VOL 4 Other Titles & More movies CLASSIC MOTORSPORT 1950 AND 1953 HEART LIKE A WHEEL HELL RIDE HIGH OCTAINE 2 HIGH OCTAINE DETONATE HIGH OCTANE HOMETOWN USA HOT ROD HOT WHEELS HEAVY METAL HOTTEST BIKES SHOWDOWN HUEVO'S (Bikes) INSIDE VIEW JUDGMENT DAY 2 total domination JUNKYARD TO FINISH LINE KART RACER KEVIN CARMICHAEL FAST and FURIOUS KING OF THE MOUNTAN KING OF THE STREETS LANDSPEED LAY IT DOWN LE MANS MAXIMUM OVERDRIVE MICHEL VAILLANT MIDNIGHT 200 MPH BLAST! MILLION DOLLAR CARS volume one MISCHIEF MONSTER MANIA MORE CAR WARS MOVING TOO FAST HEART LIKE A WHEEL HELL RIDE HIGH OCTAINE 2 HIGH OCTAINE DETONATE HIGH OCTANE HOMETOWN USA HOT ROD HOT WHEELS HEAVY METAL HOTTEST BIKES SHOWDOWN HUEVO'S (Bikes) INSIDE VIEW JUDGMENT DAY 2 total domination JUNKYARD TO FINISH LINE KART RACER KEVIN CARMICHAEL FAST and FURIOUS KING OF THE MOUNTAN KING OF THE STREETS LANDSPEED LAY IT DOWN LE MANS MAXIMUM OVERDRIVE MICHEL VAILLANT MIDNIGHT 200 MPH BLAST! MILLION DOLLAR CARS volume one MISCHIEF MONSTER MANIA MORE CAR WARS MOVING TOO FAST NITETIME FUEL & FIRE ON THE SCENE OUTLAW STREET CARS VOL1 death of glory OVAL NATIONALS UNITED STATES 2006 OVERHAULIN' THE LANCE ARMSTRONG EPISODE PHANTOM RACER 257 258 259 260 261 262 263 264 265 266 267 268 269 TOP FUEL SENSE-ATIONS TORQUE TUCKER THE MAN AND HIS DREAM TURBO TIME TWENTY CARS THAT CHANGED THE WORLD VANISHING POINT VIVA KNIEVEL WHEELS IN THE SKY WHEELS OF TERROR WHITE LIGHTNING WILD ABOUT WHEELS WORLD FINALS 1994 WORLD FINALS 2003 Voting required for the Insurance Fund for HRCR racers This will be the second time that the item is raised. Deon Hattingh and Barry Scott, because of their insurance experience, have been asked to make a full investigation and to report the findings to the committee at the next meeting. There appear to be as many ‘for’ as there are ‘against’. The ‘for’ appears to be mostly the ‘hobby drivers’, who are unsponsored and on limited budgets. The number of drivers in this category will be the ones that will be best served by the insurance fund initiative. The ‘against’ come from the more professional racers who have been doing it for a long time and believe that ‘if you damage it you repair it’. It is true that many such initiatives had failed elsewhere in the world and a massive whipe out on day one will dstry the fund instantly. Any new initiatives in a club preferably serve all members – and in a democracy that may mean that the committee will do what the majority require. All HT readers are asked to stand up and take a vote. Deon and Barry are both happy to hear your views and imput, before starting with their investigations and making a proposal. If there is not a reasonable amount of ‘for’ votes the investigation will not even be started. The initial briefing indicated a few alternatives that we pose here, and we invite each member to comment on these options and vote for their preferences. • • • • The scheme can either be compulsory for all participants and fees are raised together with entry fees at each race meeting, or, voluntary and only those who want to participate will pool their resources. The problem with the second option would pose a problem if the participants are too few and the pool of funds too low. The value of damage should be restricted to bumper bashings/ fender benders only and should be restricted (this to remove the possibility of a GT 40 fender costing the same as an entire second hand Mk1 Escort body). Should expensive cars pay more for their insurance according to value? This one may prove tricky. Should we have nominated repairers that will do the work at a predetermined price? You can have your car repaired there or take the equivalent amount and do repairs elsewhere. This will assist the guys who can secure panelbeaters as sponsors. Please add your considerations to the list when talking to us. You can also email me your thoughts at [email protected] Here is an example of what Guiseppe Martini wrote me after the last placement. Hi Deon Thanks for the HRCR Magazine - was reading the article on “self - insurance” and I believe that this is a VERY good option and I for one would definitely participate - I do however think that we must also restrict the “insurance” to something like: • ONE incident per Driver per annum • OR, maybe a MAX Value per annum Or some other form of limitation, so as to ensure that the benefit is NOT abused and also not seen as a way of being OVER reckless” Page 15 the EMGEE WORKSHOP MG, Mini & British Sports Car parts, repairs, restorations and race preparation. Three decades of high quality craftsmanship and service. 011 789 7127 [email protected] Mercedes-Benz W107 SL. Take your pick of engine spec and colour. SL500, SL450, SL280 we have a host of the ever appreciating classics. Prices range from R79 500. 2000 Mercedes-Benz CLK 430. Very good condition. Black leather interior with all the modern day creature comforts. 119 000km. R199 000. 2006 Mercedes-Benz E280. 97 000km. Full Service History. Automatic, Steering controls, E/W, C/L, Executive’s car with aircon, ABS, Airbags, all the bells & whistles. R259 700. 1979 Mercedes-Benz 450SLC. Legendary V8 with bullet proof auto. Your next historic racing car? If you don’t believe us Google “Mampe Mercedes-Benz”. 248 000km. R59 900. 1996 Mercedes-Benz C180 Sport AMG. Vey rare car. White with black upholstery. Sporty interior and original Becker radio. Light on fuel. Manual gearbox. 215 000km. R49 900 2004 Mercedes-Benz C200. Almondine red with cream interior. Very comfortable and economical everyday car. All the gadgetry for entry level money. 168 000km. R122 500. Page 17 2001 Mercedes-Benz SLK 320. Seeing is believing, only 43 000km on the clock. Immaculate car, silver with black leather, a/c, e/w, telephone. R195 000. 1990 Mercedes-Benz 320 SE. A very rare luxury sporting coupe. Elegant lines, leather seats, electric windows, power steering, 190 000km. R119 000. 1999 Mercedes-Benz 320SL. One of the best looking Merc drop tops of all time. RHD, white with grey leather, E/W, P/S, C/L, A/C, Airbags, all the bells and whistles. 133 000km, R209 900. ROODEPOORT (011) 760 4626 (Jannie) KRUGERSDORP (011) 660 5161 (Martin) Largest suppliers of replacement parts suitable for VW, Audi and Opel in the West Rand We now also supply parts suitable for BMW! Classic Classifieds HISTORIC RACING CAR, RED 1600 ESCORT MK1 2 DOOR, DISC BRAKES ALL ROUND, FRONT VENTED DISCS, INTERNAL PEDAL BOX, FORD RS 4 SPOKE RIMS WITH SLICKS, IMPORTED STARTER MOTOR, SIDE EXIT DISTRIBUTOR, 40 SIDEDRAFTS, MODIFIED HEAD WITH TITANIUM COLLARS, TNT ROLL CAGE, LOCK DIFF, STRUT BRACE, FINISHED 2ND IN CHAMPIONSHIPS 2005 AND CAR OF THE YEAR 2003, R60,000, BERNARD SPOLANDER 082 448 7576 Tiga Sports car build in 1983 for Graham Duxbury Sponsor was Heckro Engineering. I bought this car in April 2001 and rebuilt it to race in SRA and Historics. Raced the 3 hour at Kyalami 2008 and led race until 7 minutes from the end when drive shaft colapsed, now has tripoids. no longer cv’s. Kyalami lap time 1.44.3. Zwartkop 1.3.5. Now has a 13B Mazda Rotary developing 50 BHP than the 12A, the times shown are with the 12A. For sale R 400000.00 or nearest offer. Contact Bernard Tilanus 082 447 4717. MGB GT 1967 Yellow race car. Does 18s at Zwartkops all day. I built this car about 25 years ago and it won the HRCR Championship in the early 1980s. Fitted with FIA spec engine, FIA close ratio gearbox. Car is also road registered and is for sale at R60000.00. Hanning Jaguar. Rare South African F1 and Sports Car. Requires assembly. R300000.00 Roger Pearce 082-8970771 or 0117897127 Bailey Edwards Cars (Ford) GT40 racing car. Full race Spec, Ford 460hp engine, Porsche 5spd g/box, Complies to 2010 race regs Price: R490 000 Contact Peter Bailey: 082 650 0052 www.baileyedwardscars.co.za Lola T70 Mk III built by Garth Waberski and DAW Racing. Body and chassis built by DAW, Fully adjustable A-Arm suspension set up , Nickel plated Wilford brakes - ducted for cooling, Penske adjustable gas shocks and springs, Internal fire exstinguisher, Porsche G50 gear box - brand new insides, 14’’ rear amd 10’’ front rims with slicks, Brand new second set of identical rims included, Custom headers and exhaust, MSD , chipped , and high spark coil , Petersen dry sump system, Stockcar Products (Nascar spec) 4 stage dry sump oil pump Custom hand made aluminium sump, Twin side foamed racing cells, Custom tinted glass windscreen. The engine was built by Gregg Hekimian (at a cost of $24000) who builds the 302 motors for the later model Lola’s that race in Europe The engine build was fully photographically documented and I can send these to interested parties on request. Any reasonable offer will be considered. Contact Colin Butcher on 0828935914 FOR SALE - ALFA GT2000 1972- 2008 MARQUE CARS CHAMPIONSHIP WINNING CAR (No105) The car competes in the Marque Cars AND Historics class E championship. Lap times currently in the low-mid 1:19 at Zwartkops and mid to upper 1:20’s at Midvaal. Some details as follows: Piston Rings and main Bearings done in Jan2010, High Compression Pistons, Billet cams, Head, etc Sintered clutch, Fibreglass Boot and Bonnet, Panhard Rod Aluminium rear suspension,Battery moved to rear of car, Aluminium Petrol Tank ,Current HTP valid for and registered for 2010,Genuine Campagnolo Magnesium wheels (x7), Upgraded brakes - Vented front discs and BMW Callipers, Lots More done and LOTS of money spent. PRICE R100,000 neg - spare complete engine also available, with 48Webers, never run and JUST completed. Contact Giuseppe - 0832525423 or e-mail [email protected] WANTED: A pair of two barrel side draft webers for a 1600 mazda bakkie. New or second hand. The ones I need are “40 DCOE 151”. If anyone can help please contact Robin on 082 604 5615 4 Nanking Tyres 13inch x 60 x 205 for sale at R300 each Contact Frank Copping (011) 794-1058 BMW 3.0S -AUTOMATIC -IMMACULATE CONDITION -M TECH BMW WHEELS -A STUNNER AT R30 000 Brendon Parker Tel: 011 795 2519 Mobile: 082 608 8200 • OPEN 08H00 UNTIL LATE EVERY DAY OF THE YEAR • SPIT-BRAAI FACILITIES - YOUR PLACE OR OURS • COCKTAIL BAR & LARGE SCREEN SPORTS VIEWING • PRIVATE FUNCTION FACILITIES • JUKEBOX ENTERTAINMENT • WI– FI HOTSPOT SHOP G 24, BRIGHTWATER COMMONS, REPUBLIC ROAD, RANDBURG 011 886 9988 OR 083 601 7511 www.scrooge.co.za http://twitter.com/ScroogeDiner [email protected] Accolades Marque Cars Saloons Sports & GT Page 21 Points Standings Page 22 Page 23 www.e-surance.co.za for free online Life Insurance, Short Term Insurance and Income Protection quotes. take a break and plan your future FREE INSTANT ONLINE Buying, renovating or building? 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For total peace of mind call: John on 083 308 5754 Committee Contacts Chairman Barry Scott 083 325 0854 [email protected] Vice Chairman Peter Lindenberg 082 468 0500 [email protected] Club Secretary Tracy Cilliers Treasurer 082 330 3446 Hedley Whitehead [email protected] [email protected] Chairman of Marque Cars Chairman of Saloon Cars Howard Nel 083 657 2845 Alan Poulter [email protected] [email protected] Chairman of Sports & GT Mike Altona 082 8921380 Chairman of Classic Thoroughbred Saloons 082 728 2265 Nick Sheward [email protected] 083 299 3090 [email protected] Editor Deon Hattingh 083 440 5555 [email protected] Competition Secretary Harry Lombard 084 385 6632 [email protected] Page 25 TR Fibre Free moulds Only pay for the product! Additional Services We’ll also spray and fit the new fibreglass parts for you! Selwyn - 0825710138 Mike - 0836017285 LOSE WEIGHT NOW - ASK US HOW Hyundai Roodepoort - (011) 768 0766 Corner of CR Swart & Ontdekkers Roads, Roodepoort
