spare parts - Constructors Car Club

SPARE PARTS
1
The Magazine of the Constructors Car Club (Inc)
December 2001
http://www.constructorscarclub.org.nz
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Automotive componentry, wheels, chassis,
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On the Cover:
Saker v Stratos
page 9
The Magazine of the
Constructors Car Club Inc
December 2001
Issue 11 Volume 14
Club Officials
In This Issue
President:
Jon Loar
Secretary and Captain:
Dave Clout
Treasurer:
Steve Strain
Club Meetings
The Constructors Car Club Inc meets at
7.30pm on the second Tuesday of each month
at The Vintage Car Club, 3 Halford Place,
Petone (Eastern end of Jackson Street).
Zinc and Iron Phosphate pre-treatment for superior
adhesion and corrosion resistance
Chemical Stripping Service
Sand Blasting Service
Contact Jim Longstaff or Dave Beazer
51 Port Road
Seaview
LOWER HUTT
Prospective members or others interested in
building their own cars are welcome to attend.
(The club does request a donation of $2
towards running the meeting.) Meetings
generally include a guest speaker or
demonstration followed by general discussion
and supper.
The Club Magazine "Spare Parts" is produced
monthly from February to December each
year. Contributions and advertisements are
welcomed. Contact the Editor on Phone
(04) 4796370.
Editor
PhonefFax (04) 939 2222
Mter Hours (04) 564 3943 or
021543943 (Dave)
Ron Stroud
Phone: (04) 479 6370
e-mail:
[email protected]
Opinions expressed in this
magazine are not
necessarily those of the
Constructors Car Club
(Inc).
Coming Events ................................................ .
Editorial
Meeting Minutes November 2001 ................... .
Club Captain's Column ................................... .
President's Report ........................................... .
Saker v Stratos ................................................ ..
Technical Tips - Part 2 .....................................
Quiz Cars
Alternative Drive Style ..................................... .
Waikato Wanderings ....................................... .
Fuelstar
Accelerator Cables ........................................... .
New Honda Engines ....................................... .
Christmas greetings from Australia ................ .
"Put your left toe in" ....................................... .
For Sale
.................................................... .
Magic Manfield ............................................... .
It's go - go - go - East Cape ............................ ..
New members .................................................. .
Ramblings of Barstool ..................................... .
Tricks of the trade ........................................... .
Toyota 4AGE ................................................... .
Who's Who-December2001 .......................... .
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Club Correspondence to: Typesetting, graphics
The Secretary
Constructors Car Club
Box 45-064
Epuni, Lower Hutt
and printing by:
NSServices
SHverstream, Upper Hutt
Ph 8/.. Fax: (04) 970-5056
e-mail:[email protected]
Coming Events
Meeting Minutes 13 November 2001
Wellington area an opportunity to join with us
during the time when many of us have more
freedom of travel with holidays.
Tuesday 11 December- Club Night
Guest Speaker?
Car - a rare 3 wheel Morgan.
Tuesday 8 January - Club Night
No speaker for this evening. It is as per usual a
casual get together for socialising, with hopefully
the opportunity for out-of-towners to attend.
Tuesday 12 February- Club Night
No speaker and the car, well its yours. This is
skite night so everyone brings his car even if not
finished. Contact the club captain if you need a
trailer.
Sunday Evening 23 December - Christmas
Lights
This is a tour taking in some of the Christmas
light decorations. Start 8.45pm from clubrooms.
Saturday 12 January 2002
Each year the our club holds a special event in
January to give members who live outside the
Next year as part of the Paraparaumu golf
championship Southwards Car Museum want to
raise the profile of the area. They have asked us if
we would like to put on an event at the Museum.
So we came up with the following. BBQ / Picnic,
Motorkhana on seal/gravel surface, FREE tour of
workshops and FREE tour of museum. We will
need to provide our own BBQ's and food but that
should be OK to arrange. Obviously Southwards
would like to see as many homebuilts/specials as
possible and with the likelihood of the public being
there it's also a good way of promoting the club.
No firm start time yet but I would guess at 10:30/
11.00am
Next Committee Meeting, Tuesday 15
January
Dave Clouts place - 13 Dominica Crescent,
Grenada
Editorial
Well that's the last edition for the year put to bed, and I've just completed the replacement of
brake pads (and caliper in one instance) on my Spyder. So I can now relax and enjoy Christmas
with a bit of fun motoring thrown in.
A big thank you for all those that have provided articles, tech tips, and reports over the year. It is
your contributions that have made the publications the success (I hope) that they have been.
last month in response to references to the Club Charter, I ran a copy of the charter for members'
elucidation. I received just one letter regarding that from "A New Member". He made the point, in
relation to limited attendance at weekend events, that many members work at the weekends
and therefore find it difficult to attend such events. That's a good point and perhaps a sad
indictment on present society. There are no doubt many advantages derived from 7 days/week
trading, but I feel that we, as a society, have lost a lot from not all being able to get together in the
weekend. Thank goodness for this club, its like minded members, and the opportunity provided
to get together on that second Tuesday of the month. At least that doesn't seem to be affected
by extended trading hours. The "New Member" said that he had read the charter and that from
his limited knowledge of the club, considered that it "was in good heart, and doing what was
required". His only criticism was that "members seem to have their groups and new members
are left standing all alone at meetings". A perceptive observation that maybe we all should take
note of.
Finally, he considered that "the meeting's are great, and the speakers informative and entertaining",
and that he "looks forward to the car show next year". On that note I shall finish and may I wish
you all the merriest of Christmases, and happiest of New Years.
2
President: Jon loar
Secretary: Dave Clout
Apologies:
Darryl Cooley, Peter Yard, Alan Price, Graham
Brown, Anthony Moult.
Visitors:
Matthew Crump - From Capital Rodders (came
once before with his '32 Coupe years ago).
Came along so he could report on the meeting
to his friend Shaun who couldn't make it due to
work commitments. Shaun is interested in
building a "7" style car.
Phil Harrison - Came all the way from Auckland
to see what we get up to - keen. Phil is building
a Maclaren M6.
Darren Bain - Building a lamborghini kit
Two new members who joined on the night were
Jeff Reid and Bill Moffat.
Chris .... ? was also there to join up.
few days later. Very efficient -I think it was back
in March this year when I had completed all the
necessary paperwork.
letterlflyer from Jon Andrews, event organiser
of the Wild Wheels Festival, December 30/31,
2001. Held at HB Showgrounds, Karamu Road,
Hastings. Entry Fee motorcycles - $20.00, car
or ute - $40.00.
letter/flyer from Amylouise Thrush, event
manager Starship Car Trek, January 25 to 29,
2002. It arrived to late for me to include in the
magazine but I have run a few copies of flyers
off for interested members.
Results ofThe Surgery Intermarque Sprints for
Round 5, October 7, 2001.
letter/flyer from Precision Bearings &
Transmission, Penrose, Auckland. They have
a branch at 132 Hutt Road, Petone: Discount
offer.
Periodicals:
I didn't see any.
Motoring News Wellington Car Club November
2001; NZ Petrolhead Vol. 4, No.10 October 15,
2001; American Iron, Early American Car Club
magazine October 2001.
Previous Minutes:
OutgOing Correspondence:
The minutes are in the magazine - taken as read.
Accepted.
Patrick's usual replies to new member enquiries.
Out of Towners:
Treasurers Report:
Steve had nothing to report. Business as usual.
The club is running to budget. There are now
159 members, or 160 if Chris did join (which I
don't think he did).
Inward Correspondence:
letter dated 29 October 2001 from Inland
Revenue Dept
reply to ongoing
correspondence to our original application back
in September 2000 for an exemption from
Resident Withholding Tax on interest. We are
now able to claim an exemption up to $1,000
against taxable income. The actual number to
use is sent under separate cover - it arrived a
Past Events:
October 23 - Patrick gave a brief report on the
visit to Barnicol Engineering. About 30 members
turned up. The owner, I missed his name,
explained about balancing drive shafts and other
details about the manufacture of drive shafts
for project cars. They also saw the GT40 that
was there. There has been good progress made
on this project according to Patrick. The
Coupe that had been there was away for
painting. (I'm sorry I missed this visit. DJC)
va
November 3/4 - Manawatu T-Car Club run.
Brian Robinson reported on this event. The
score, T -Car members - 11, CCC - O.
Hmmmmmmm, not a good turn out from our
3
club was it. Brian was not impressed.
Unfortunately that's the way it turns out
sometimes.
November 9,10,11 - V8 Supercars Pukekohe Dave Beazer gave brief report on this event. It
seems quite a few members made it to Auckland
for the weekend. Dave reckoned words couldn't
describe the noise, racing and atmosphere. It
was a great meeting, though the gaps between
races were a bit long sometimes.
Another event some of our members went to
was the recent Targa - Dave Frow and Steve
Strain commented briefly but since Dave is going
to write an article for the magazine they didn't
want to say too much.
Coming Events:
November 17 - 18, MGlWhittakers Meeting at
Manfeild - This is being treated as a club run.
Patrick commented that he thought he now had
a complete list of all club cars available for a
club display now. If there was anyone else they
were to contact Patrick. Groups were going to
leave on both Saturday and Sunday mornings
from the Weigh Bridge, Plimmerton.
The secretary commented that the Wellington
Kart Club meeting would not be held on this
months 3rd Sunday, 18th - postponed to 25th
because of Manfeild meeting. He mentioned it
in case seeing his kart at the last meeting had
inspired them to go along for a look.
Club Xmas run - December. A date has yet to
be set, so we may have to do a ring around for
the details. Dave/Sandra Bray and lan/Sonya
Price were dobbed in to arrange this event. It
will probably be held at the Tauherenikau Race
Course, Featherston.
has been included in this month's magazine.
It was also raised that Patrick would like
someone to invent a "rolling machine". In
explanation to those who needed it, almost
everyone, the current club magazines are getting
thicker and hence harder to fold ready for
posting. Patrick normally gets his kids to help
fold them but when he has to do most himself it
becomes a mammoth task - hence a device that
could 'fold & roll' them flat who be a god send.
Any ideas?
Spare Parts (Magazine):
Ron had nothing to report. Usual stress and
panic wondering if articles will be sent in. There
have been the usual good number of
contributions, in fact almost too many but he
might be short on stuff for the big Xmas issue.
Dave gave a much more detailed description
than my brief summary given here, talk to him
for a full run down of why he made the above
comments.
Buy, Sell or Swap:
These are now recorded in a separate article of
their own in the magazine, but read out at the
meeting if required.
The secretary asked if Derrick had been
confirmed as being able to prepare the January
Sparse Parts issue - yes.
[Remember-hand or send typed, printed,
emailed etc details to the secretary, Sharon
Crespin or Editor either before or after the
meeting or it won't get forwarded to the
magazine. Sharon will record verbal descriptions
given at the meetings as a trial - we don't want
to be there all night while the deaf secretary
struggles to record the details]
Mystery Car:
General Business:
Last month: no correct entries.
Patrick asked that all those members holding
the various cups and trophies - can they please
return them before the December meeting.
This month: Tony Calvert - Bugatti; George
Ulyate - Bugatti Atlantque (damned if that looks
right, and Jon tried to help, but with my dodgey
hearing who knows); Deaf Dave - BMW; Craig
Burleigh - Alfa
Dave Beazer has redesigned the club stickers
and number plate surrounds. These are
available now.
Technical Committee:
MSNZ Report:
Grant summarised what was in the current
magazine at page 11. Did I say summarised,
more like padded out.
John Cumming was away.
Next technical committee meeting was
scheduled for 27 November, 2001.
Hmmmmmmm, no notes here.
December 23 - Patrick's Christmas Lights Tour.
This event will start at 8.45pm at the Vintage
Car Club rooms or when it gets dark.
Technical Questions:
At this point it was raised that Sharon was
looking for a suitable electrician to help and give
advice with setting up and planning the lighting
etc. arrangements for the car show in August
next year. Does anybody know of someone?
The replies - Tim Hutchinson: depends on how
far you want to go. Strip car down and use some
sort of anti-corrosive material through drilled
holes. About here I took a note that Steel Bros
used a satin finish paint on their chassis.
Committee Business:
Dave Beazer - started off by saying don't get it
galvanised and don't use an acid strip either.
Business as normal. A copy of the Club's charter
4
His suggestion was to 'sand blast' it, and make
sure it is sand not grit. He then recommended
using a good paint that is known - ie. POR 15
etc.
Rob West asked about cracks in a Steel Bros
Lotus 7 series 4 - how to protect it.
Shop:
Guest Speaker:
There was no guest speaker this month, it all
fell through at the last moment again - getting to
be a habit, think I might be jinxed. Not being
one to panic I knew Roy Hoare could speak for
a bit longer on the technical presentation we had
already planned at the previous technical
committee meeting. Like a true trooper once Roy
got going he was away. Roy gave a very
informative talk and demonstration on nondestructive testing that any competent members
could carry out themselves. Briefly there are two
systems you could use - Dye penetrant or
magnetic particles. Tonight's demo was the dye
one. Roy passed around a sample of a weld so
members could study it before he applied a
cleaner, the dye and finally a chalk powder the crack really showed up.
Roy being Roy, he also had something else to
show us - the supercharger that he was about
to fit to his Heron motor. It just so happens that
it is the same one as used on the V6
Commodores, which gives the 3.8 litre V6 more
power than the 308 V8's, though naturally
Holden won't admit this fact.
Roy also gave a description of the construction
of his own fabricated inlet manifold. Roy also
had to mention his favourite "Link" products for
detonation and lean mixture control.
Next up we had another un-expected bonus.
John O'Halioran (see page 38 of the November
issue of Spare Parts) had come along with a
box of samples of his work. Though John was a
reluctant speaker he did give a quick talk about
what he can do for members in the way of
suspension components, particularly rod ends
and A-arms etc. See page 38 for details or ring
John (04)526 3880.
Guest Vehicle:
Our own John Hill, of the back two pages fame,
saved me this month as the guest vehicle had
also fallen through.
John brought along his 1951 Douglas 350cc
motorcycle, despite the rain which John had not
wanted the bike to sit in all day on the back of
his ute at work. Thanks John, you saved me
from certain embarrassment. John was a
reluctant speaker but gave us a brief talk on the
history of Douglas motorcycles and his
restoration project.
Douglas made the flat twin engined bikes for 50
years. John's example was last on the road in
1965 and was rescued in 1981 from a garage
in Petone. John only acquired the bike last year
in August as a pile of rusty bits. The motor hasn't
been touched yet but the rest of the bike looked
good to me.
Raffle:
Number: 9, Won by Tim Hutchinson.
5
Club Captain's Column for December 2001
I could fill a whole magazine this month with the
various advertising and event notification notices
we have received, but we are not here to
advertise other people's events. We like to
inform our members of events of interest but
not such that our magazine becomes full of non
club articles. I will attempt to summarise what I
have received.
3.00pm Dannevirke Showgrounds. For entry
forms contact the Project Convenor, Bruce
Burson, 15 Maine St, Dannevirke, Ph/Fax 06
3746321, [email protected] or
see me, Dave Clout.
The Early American Car Club - SwapmeetlCar
Show. Trentham Racecourse, Sunday 10
February, 2002. This is the 19th event and
Precision Bearings & Transmission, 108 Mays growing. Vendor sites are $10.00. All makes of
Rd, Penrose, Auckland, with 9 branches country vehicles are welcome. For more details contact
wide, are offering club members a 30% discount Adrian Talbot (04) 528 7573 Swapmeet Cooff retail price at the time of purchase. Don't ordinator. Note the change of venue and date.
forget to mention that you are with the CCC as And from my favourite magazine, NZ
every Y. the club will get a cheque for 10% of Engineering News, November issue. The
the value of the total purchases. Purchases can American Bearing Manufacturers Association
also be made by phone or email - (ABMA) has aimed to list the name, address
[email protected]
and type of ball or roller bearings produced and
The Perfect Gift:
www.nostlgic-world.co.nz
Prints, photos, posters, renowned international
artists, excellent corporate gifts.
Nostalgic World Ltd. PO Box 1412, Shortland
St, Auckland. [email protected] Phone
09 827 7266, Fax 09 827 7269
Canterbury Brake & Clutch (Brake Resleeving
Centre) 53 Brisbane St, Sydenham,
Christchurch. Fax (03) 377 1364, email [email protected]
They pride themselves in the art of high precision
Stainless Steel Resleeving. For the full story call
Maurice or Dale on 0800 867 375. They do
cylinders, boosters, callipers, pistons and
proportioning valves. At least this one could
prove useful.
Starship Car Trek, 25-29 January,2002. Based
in Taupo this year, you then venture out each
day to a new location. You can read full details
about this event in the NZ Classic Car magazine,
December issue, page 47, or try email [email protected]
Wheels With Attitude Expo 2002, Sunday 10
February, 2002. The Dannevirke Host Lions
Club is holding it's fourth event. 11.00am to
6
offered for sale of every manufacturer in the
entire world in it's Standards Book. Details of
this publication can be seen on the ABMA
website - www.abma-dc.org or email [email protected] At least this info might
come in handy when trying to match bearings.
And from the same issue, the 21 st century
transmission is here. Charles Hunt filed the first
patent for the toroidal continuously variable
transmission (CVT) in 1877. It has taken 122
years, but the first volume manufactured toroidal
CVT has now reached the market place. This
new version was launched recently at the Tokyo
motor show. It is the first time it has been
marketed with a 3.0 litre capacity motor or over.
The advantage of a CVT is that the engine can
run under optimum speed and load conditions
for improved fuel economy and performance.
Another advantage is the seamless transfer of
power and rapid acceleration under continuous
load. It will be interesting to see how long it is
before these gearboxes become the norm.
I
i
enough time to go to a backup plan. In the past
events have happened as members had
planned but times have changed and we cannot
assume that places/vehicles will be available
when we want them. As secretary/club captain
I have to take some responsibility for some of
what has happened but I am only one person
out of over 100 members. Here I would also
like to say that whenever I have called out for
help it has been amazing the response that I
have received in offers of help/advice. To these
members I say thank you and continue to keep
those good ideas coming. All of the vehicles that
fell through this year have expressed an interest
in coming along next year when circumstances
are more suitable. So next year you should be
able to look forward to an interesting selection
of vehicles on club nights. As always, if you have
any constructive ideas or criticism the committee
would be pleased to hear from you since it is
your club. Please approach us individually first
before bursting into print in the magazine.
Well it's almost Christmas again and I'm not sure
where the year disappeared to. Still no progress
on the '34 Coupe but maybe next year. I wish
you all the best over the festive season and hope
to see you all again next year bursting with
energy and enthusiasm for your own projects.
Cheers, The Ankle Biter
Maserati Barchetta Reproduction - December 2001
Dave Wright
Following the completion of the one off
reproduction of the 1955 Maserati Barchetta
A6GCS it has been decided to build more cars.
production. The new mould (by Alex McDonald)
is complete and the first body done. This body
has been slightly changed to facilitate an easier
construction and the use of a wider variety of
wheels.
The first copy was taken straight off an original
car with all the idiosyncrasies of the hand made
body. The mechanicals are taken from a 1996 Graham Berry is creating the next prototype,
Maserati 222 SE; 2.8 litre bi-turbo motor 206 which will incorporate easily obtainable local
Kw, 5 speed Getrag box disk brakes etc. The components including high performance
reaction has been overwhelming with much Japanese motors.
encouragement both in NZ and Australia to
Anyone interested in building a car should
create more copies.
contact David Wright on 025 517 232 or
To this end a serious investment is being made [email protected]. His stunning Barchetta will
in setting up the project for high quality be on the market soon too.
Now for some proper club information. Because
of some of the things that have been said
recently about what has been going on in the
club, or not happening, I have mentioned to our
President that I intend to map out a proper
programme for next year so we don't get caught
out so often with plans falling though and not
7
PRES1DEtffS REPOr{f - DECEJV\8ER 2001
With the festive season almost upon us I
expected that things would tend to quieten down
a bit. How wrong can a man be (no answer
required from the ladies thank you). Lots of
events to get involved in and something to suit
most tastes. A big thank you to all those who
have spent time organising these things for us.
I got whisked away to Auckland at the last minute
so I missed the committee meeting last time.
However, as ever, Dave was there to record
the essentials, so I'll crib from his notes. With
the annual awards coming up there was much
debate as to who should get what, but I'm not
allowed to give out any clues. So you'll just have
to come and see the result. Brian's rivet
mountain came under scrutiny and efforts are
to be increased to reduce this so that he can
reclaim space in his garage.
On a more serious note the cost of advertising
in the magazine has been increased to keep up
It's good to see that we are still getting plenty of
good technical articles in the magazine and I
think it adds a nice balance. So keep them
coming. Derrick says that there is a tech folder
in existence. Now, that must of come out before
I joined the club so by that token there must
also be a lot of other members who are unaware
of it. Information like this is hard to find at the
best of times so I'll ask the Editor to see if we
can include a bit of it as a regular monthly item
in the mag.
So, with another year out of the way it only
remains to wish you all a very merry Christmas
and a happy new year.
Jon.
162 Gracefleld Road, Lower Hurt
Phone 04 568 5924
Chrome, Nickel & Zinc
Plating. Metal Polishing
8
By Patrick Harlow
with our printing costs. The revised charges
are: $220.00 full page for 11 issues, $120.001/2 page, and $65.00 - 1/4 page. I'd say that
that is pretty cheap, but then it's my job to say
that.
Valley Plate:rs LiDlited
Steve Roberts
04569-2222
Saker SV1 Verses Stratos (Transfonner HF2000)
Bruce Wright
04564-5070
t
E
verything was perfect, weather was
brilliant, wind was down and there were
two exotic cars parked outside my house.
Even better was the fact that shortly I would be
driving them.
the UK built Guy Croft "fast road" 2 litre Lancia
Beta motor, rated at 155hp (126hp at rear
wheels at 5,000rpm). Detailing included lead
proofing it for our petrol and sump baffles.
The Stratos started life as a Transformer HF
2000 in England. Steve Strain has always been
a Lancia Stratos fan and while in the UK working
with his wife Carole he happened to go to a car
show in Cheshire. On display was the
Transformer and Steve's interest took a new
turn. However only the brochure made it back
to their house that time. Over the next year the
brochure was revisited several times along with
the manufacturers of two other Stratos replicas.
After careful study Steve decided that the
Transformer was the closest to the original and
a kit turned up in his driveway in due course.
On return to New Zealand the unfinished car
came too with most of its necessary parts
packed around it. Once in New Zealand the car
was carefully finished to a very high standard.
Over the years it has featured in many car shows
and even spun out in the Targa Rally of New
Zealand. Now after being on the road for almost
10 years it is about to have its first major heart
replacement as the trusty reliable Beta motor is
being replaced with a Lancia V6 which should
bring its performance up to nearly identical the
original 1974 Lancia Stratos which won four
world rally titles. The existing engine is now for
sale along with 4 spare gearboxes and
numerous spare parts.
Surprisingly Steve has never liked
the name "Transformer" as it
reminded him of a children's toy
that was very popular at the time.
He chose this car as it was a kit
that did not require a high skill
level and most of the parts are
readily available in existing Fiats
and Lancias. Ferrari Dino V6
motors were in short supply at a
price that Steve could afford so
he decided to make do with a
Lancia Beta two litre engine.
However 'making do' was using
9
The Saker on the other hand is world
famous only in New Zealand. Well,
you would think so, but it is not true.
Examples of this car have been sold
to Japan, Australia and Holland. A
product from the fertile brain of Bruce
Turnbull.
EXTERIOR
It is a simple a case of Turnbull the
designer of the Saker SV1 , the Saker
Sprint and the Samba Jeep, verses
Bertone the stylists of the Lamborghini
Mazal, Countach etc, plus the original
Lancia Stratos. Both cars looked
stunning and made a statement in their
red livery. Whenever we stopped both
cars either on the country road or
outside my house in the suburbs
people would always stop their cars to
have a look.
The car was built as a racecar that
could be driven on the road as well
as the track. Having Manfield
racetrack just down the road from the
factory ensured some good
development time. Barry Dawe, the
owner of this particular Saker SV1,
had developed an interesting habit of going to
Palmerston North and coming back with a new
project. First it had been a partially rebuilt Lotus
7 and now it was a partially built Saker. Arriving
at Bruce Turnballs place in Fielding with the
serious intention of buying one as a kit he saw
Saker number 6 lying on the floor which was
part of an estate and was up for sale. Barry
decided that it would be easier to correct
somebody else's problems rather than wasting
time creating his own. The deal was done and
short time later Barry was driving home and
rapidly becoming aware of just how many
problems he had purchased. The drive from
Palmerston North to Wellington was not a happy
one. Still he was committed to making a go of it
and with much muttering and the odd bits of
skin being torn the various problems were
gradually sorted out. In just over a year the car
was pronounced ready for the road and duly
registered. Unfortunately things were still not
quite right, Barry could not be called a man of
great stature and due to a quirk of genes, nature
would ensure that he never would be. Under no
circumstances was Barry going to spend the rest
of his life driving the Saker propped on a cushion
and squeezing his buttocks in whenever the car
had to negotiate a speed bump or his driveway.
Thus it was in the cars first year on the road it
had it's first nip and tuck. The floor was raised
40 millimetres.
These then are the two amazing cars, which
are a credit to both their builders, which stood
outside my house, temporarily raising my status
in the neighbourhood.
Even while we were taking the photos
of the two cars in a quiet country setting
at the back of Kelson people from a
nearby house came to have a look. The
man said that he knew somebody who
had a car just like the Saker. My first
thought was "Yeah, right." But as it
turned out we discovered that the car
he was talking about belonged to
Matthew Cooley. Which reinforces, I
am sure, somebody's opinion that New top of the body and its slightly less understated spoiler at
Zealand is really a small town.
the end are not quite so obvious. Visually the Saker seems
While we were talking another car to be a far bigger car but side by side it is obvious that the
drove up and a mother and her two difference in size is more illusion than reality. The Stratos
teenage children got out. Apparently although a product of the 70's is not showing its age and
the boy had seen us drive up the hill is of a timeless design. Ignoring the fact that one was
and not come back. As there is only designed in Italy and one in our own backyard in my
one exit from Kelson which is in the opinion the Stratos looks better from all angles except
opposite direction to which we had the rear where the Saker has the edge. The Saker will
been travelling he had gotten his always grab the first round of attention over the Stratos
mother to drive up every street in but Bertone knew how to design a wonderful looking car
Kelson until he found us. Quite a the skill and detailing that has gone into its design is
mission and an understanding mother. evident. By contrast the functionality of various parts, such
These two cars are real crowd makers. as the rear air inlets and the size of the front wheels, of
Interestingly enough, it was the Saker the Saker has decided its final form.
that questions were asked about. Its
Ferrari ancestry is evident in the fact
that the Stratos is a not very distant
cousin to the marque. Both Steve and
Barry said that this attention was
normal and that this was just the
average day out for them.
The low profile and racing lines of the
Saker that finish with a huge rear
spoiler shout exotic at you, and the
Stratos with its unique spoiler over the
10
INTERIOR
The first impression in both cars was how close the pedals
were together. Being mid-engined cars the cabin forward
approach means that the wheel arches protrude well into
the footwell areas. I had to remember to keep my size
nine off the accelerator when I applied the brakes and
most times I did! Having recently driven a Toyota MR2 to
New Plymouth and back I expected the cars on the test
would be similar. However getting into the Saker I
discovered that my 1.8m of height and slightly bigger girth
than Barry's (I said slightly) was going to complicate this
11
only a slight curve over the wheel arches to
signify that there is any fibreglass to the front of
the car. Storage space in both cars is limited
but the Stratos does have the bigger boot.
However if you play golf forget it.
and now the Saker. There is very
little interior reflection from its deep
curve and vision is good from all
angles except the rear, which is
limited. The steering wheel is
designed to move to the side to give
more room to exit and enter but I
found it much easier to leave it in
place and to slide in.
test. The 40mm that Barry had
taken out of the floor depth would
have been very handy at this point
or even better, a crash helmet bulge
in the roof. Getting in and out of the
car was not very difficult. Using the
Lamborghini style of sitting on the
sill, swinging your legs in and sliding
into the seat, it was quite
straightforward. But shutting the
door with my head in the way was
not. A good slouch, a neck kink and
a disprin for the head solved most
of the problems and I could still
work the foot pedals although my
left knee tended to get in the way
of the steering wheel. My right knee
frequently would turn off the right
indicator as I moved my foot from
the brake to the accelerator.
Minor gauges were easy to see but
only portions of the speedo and
tacho were visible. This was a
problem unique to me as both Barry
and Steve were able to see far
more of them than me. At this point
it must again be stated that both
Barry and Steve built the cars to fit
them and it is just a shame that
Barry did not have taller parents.
However that aside the upholstery
and finish of the car is of a very
good standard. Dashboard looks
like it was made to go there and
looks suited to the part. The
windscreen was originally designed
for the Purvis Eureka and has since
been used on McLaren M6 replicas
12
The Stratos cabin on the other hand
is far more spacious. My head
brushes against the roof. (Steve is
also not 1.8m tall) Entry and exit is easier than in the Saker
but neither car has the ease of your average shopping
basket. Then again neither car is the sort of car you would
use to carry your groceries and their designers would
probably be appalled if you did. The finish of the interior of
the Stratos although starting to show its age is also of a
very high standard and neither car has the unfinished look
which some other homebuilt cars do.
All gauges were in clear view and controls were easy to get
to. The indicator was in the European fashion on the lefthand side, exactly the same side as in my Almac Sabre. I
have no problems in the Sabre and never get the indicator
position wrong but the number of times that Steve saw his
wiper blade go past his eyes, as I approached a corner, must
have driven him balmy. Vision in this car was better than in
the Saker, it even had a rear view mirror inside the car. But
rear vision was still not great. Both cars were built with the
simple view that anything in the rear view was unimportant,
as anything that was there should be rapidly receding!
The windscreen on the Stratos is quite different from any
other car in that it is a section of a cylinder. Not the compound
series of curves that all other cars have. The specific reason
that Bertone designed the glass in this manner was to reduce
internal reflection in the glass and it does just that. Looking
through the glass there is a stark absence of bonnet with
i
Barry on the Saker SV1
Likes
Judging the interiors is a more difficult task as
both are very similar, but ignoring the problems
caused by my height, the Stratos is slightly more
user friendly which gives it the edge.
©
It is the fulfilment of a dream of a boy
who loved exotic cars;
DRIVING IMPRESSIONS
©
The sharp, flat cornering;
©
It is a pleasure to go to the shed and
just look at it.
©
Great sound;
©
The look on people's faces when they
first see it. My Lotus 7 makes people
smile, the Saker makes them turn and
point.
The first impression with both these cars is the
lack of bonnet. The key item visible in front is
grey tarmac and the bulges of the wheel arches.
One thing both cars do very well is swallow
tarmac very fast. Being mid engined, both cars
are noisy in the cabin under power with the
Stratos being more so. The noise is not
unpleasant however and the minute you take
the foot off the loud pedal and drop them into
fifth gear the noise vanishes and normal
conversation can continue. The MR2 was no
different when I drove it either. But what can
you expect when you have the motor only six
inches behind both your ears. Both cars were
wonderful to drive with the Stratos' gearbox
being easy to use and very direct. The Saker's
gearbox was a little vague and first was often
hard to find and it took me a while to get used to
it.
Neither car is easy to drive around town and I
was never totally aware of what was happening
behind me or in the rear three-quarter views.
Instead they are built to go fast and dominate
the open road. Merging with traffic on a
motorway is best done with the foot flat to the
boards to ensure that you are going faster than
anything coming up behind you. Not necessarily
an unpleasant experience.
However the Saker had one thing the little
Stratos didn't which was tons of torque. Once
while hunting for first I started in third and it was
not a problem. First or second gear are not really
needed in this car unless of course you need to
tow a Kenworth truck out of the ditch. Now that
takes care of second, hmmm what would you
use first for as there are very few Aussie tanks
in New Zealand. Perhaps to help out getting
planes onto a runway. Going up Haywards Hill
it accelerated in fifth gear like most cars would
Dislikes
®
It is noisy to drive. It can become a bit
tiresome on a long trip, especially with
a passenger who insists on trying to
carryon a conversation;
®
The gear change is a bit heavy, that
can be a trial in traffic;
®
Care is needed to avoid graunching
the nose on speed humps and
driveways;
®
Reverse parking, don't ever ask!
in third. The suspension on the Saker was
wonderfully set up. The ride was very
comfortable as the car was able to soak up the
bumps without giving anything away in the
handling department. Steering was not power
assisted and gave very good feedback to the
driver.
The Stratos while not as fast as the Saker should
not be called slow. Its suspension was a little
more harsh but not as harsh as a RX7 that I
13
Specifications
Steve on the Transformer
Likes
©
©
A stunningly unique design by
Bertone, its history (rallying pedigree),
and it is all Italian!
Balance, handling, performance, and
refined chassis (very tight with no
squeaks or rattles)
©
The wonderful noise and "huge grin"
factor
©
A surprisingly practical sports car with
huge boot and storage for a long trip.
Dislikes
®
14
The performance. The engine is very
strong but not startling. (As the car
deserves more, an all alloy, 3.0 litre
QV Alfa V6 has been acquired to fix
this).
®
The noise on a long trip
®
Attracts attention, good and bad (from
ignorant hoons in Japanese cars)
®
I have 3 other family members but only
one spare seat
drove recently. With its shorter wheelbase it
turned into corners very quickly with great
preCision. It was very much a point and shoot
car. Pedals were just in the right position and
everything happened smoothly. Handling was
such that it would probably have managed quite
well on a go-kart track.
Ignoring the fact that I was too big for it the
winner of this would have to the Saker which
would be a nicer car to take on a long trip due to
its power and greater ride comfort.
AND THE WINNER IS ...
I accept that the car I am going to declare the
winner will be controversial but it was me that
tested the cars and this will always be an opinion
rather than a fact. I also know that there are
people out there who think that the Citreon 2CV
is the greatest car since sliced bread. Those
people should get medical advice.
Both these cars are exotics and they can not be
compared to your Ford Mondeo or Datsun 120Y.
For there to be a first there has to be second. In
this case it must be the Stratos that takes away
the laurel wreath. It does not make as loud a
statement as the Saker but it has finesse. The
detailing of the car is subtle and ageless. The
Saker would make any teenage boy forget the
name of his girlfriend or that he was even out
on a date. She would be left at the side of the
road while he rushed over to have a closer look.
But it would be the Stratos that older generations
would look at for the longest. The Saker would
have a teenager fanaticising and most people
giving it a second look. The Stratos on the other
hand would cause car buffs to dream whether it
was on the side of the road or passing them in
traffic.
Car
Saker SV1
Transformer HF2000
Engine
Holden 3.8 ltr V6
Lancia beta 2.0 Itr 4
Fuel
Electronic fuel injection
2 Weber DOCE45 carbs
Power
240hp
155hp
Gearbox
Renault 5 speed
Lancia Beta 5 speed
0-100 kph
5.9 seconds
6.9 seconds
Frt Suspension
Holden Torana Wishbone
Coil over shock
Rr Suspension
Nissan C20 and Tasman
Kimberly wishbone
Strut
Brakes
Disk front and rear
Disk front and rear
Length
3940mm
3710mm
Width
1830mm
1750mm
Height
1020mm
1120mm
Wheelbase
2565mm
2160
Chassis
Full Spaceframe
Full Spaceframe
Body
Fibreglass
Fibreglass
Weight
980kg
816kg
Est. Build Cost
$??
Hasn't finished it yet.
..
McPherson
.....•
..
15
Most spaceframe chassis
have fabricated weld-on
brackets to accept
suspension and other
components. A welldesigned chassis will
have its main tubes in the
correct place so that
components can be
easily fitted and any loads
will be fed directly into the
chassis and spread over
the whole structure.
Here's an example of a
typically
well-made
teardrop bracket that was
used extensively on
sports racing cars of the
'50s & '60s. It is strong
and reliable and like all
things worth doing, it
involves a bit of work.
Tech Tips· Brackets . Continued from last month
So, although these brackets have a
place in the scheme of things, they
are generally fairly inefficient and
should be used sparingly and only for
light applications.
However, they can be improved upon.
Triangular gussets welded to a simple
L-bracket will increase its rigidity
several times over.
But if you don't have
welding equipment, you
;
can fold sheet metal as
shown below and
:
achieve the same result.
With a little practice,
neat, strong
little
brackets
can
be
fabricated with the
minimum of equipment.
Various shapes can be
developed to form more complicated brackets and
you can make prototypes from thin card to ensure
that you have got it right before finally completing
the job in metal. It is worth considering investing in
an inexpensive Mig welder. They are very easy to
use and a modest investment will be handsomely
repaid over the years as many jobs both in the house
and workshop can be tackled which would previously
have been out of reach.
O!
o
loll
0
l----~- -.-~-- - - - "-, .
o
o
16
~""
~
... _,_
~
,_~
""'=~
y.o.,..,._..,._.,. w ..
.,...,.
'" ",'",w. _
,,_
~_
=
""'""
w..,..,._ "'.,.-.=__
"".,. hWN.,""""
VOW,.
W,"
Here's
a
typical
suspension mounting
bracket that can be found
on many Cobra 427
replicas. It's strong and
the load is spread nicely
into the large round tube.
---~~
,-"--_.
Here is an alternative
method of fixing to a
square tube chassis but it
can be quite difficult to
achieve an effective weld
on the inside of the lugs
Bend to shape.
While angle iron has its uses, I despair
when I see it used with profuse
abandon on kitcars - it has a fraction
of the strength and rigidity of tube and
it looks ugly. Nevertheless, at a pinch,
a short length of angle can sometimes
be used to make very strong, rigid
brackets - even if they do look more in
place on a tractor than on a kitcar. Try
straightening a 1" (25cm) length of
angle iron in a vice and you will realise
how strong it is. Radiusing the external
corners makes the bracket look a little
more professional.
116 =.,.,._.-..-,.
18~------
' -_ _ _ _ _ "._"._""_._".__""._""_""""_""""._ ".. """""."._.Ji
I
•
This is a better alternative
because there is a longer
area of weld and the
brackets are attached to
three corners of the tube
- the corners being the
strong points of a square
or rectangular tube.
17
A bracket welded to
the mid-point of a
tube is not suitable for
high loads because it
will easily bend and
may distort the tube.
A better way.
I
I~
An effective way of
making brackets for
square section is to cut
a length from the tube
itself and cut it to the
desired shape. The
holes
can
be
reinforced
with
washers if thin gauge
material is used.
!
L2_3______~______________________________~
I.
I,
A very easy and effective way of
providing mounting points for
wishbones is to insert tubes
through box section chassis
members. The tubes are welded
in position and a simple jig can
be used to maintain accuracy.
Strong and reliable.
Another easy, reliable and
economical way of making a
bracket is to produce a pressed
yoke. These can be designed so
that they can be used in almost
any position on the chassis rail
and still cope with the loads. If
they can be standardised
throughout the chassis, they can
provide a very inexpensive and
flexible way of mounting
components.
Westfield
Sportscars use this system to
very good effect.
21
Ferrari use a similar yoke and weld a
threaded spigot to it - but Ferrari were
not the first and only company to adopt
this system, even Triumph used it on
their Herald! (28).
24
The same principle
can be applied where
a single tube can be
used across the
chassis, with mounting
points for suspension
machined into each
end. Th is has the
added benefit of
improving accuracy
during manufacture.
Then by bolting the yoke through a welded
tubular boss on the chassis, suspension was
easily carried out using shims.
25
18
.
~
20
For a chassis made in
light tubing, this
method of fixing
brackets is much
stronger and more
convenient. The loads
are spread over a large
area and the brackets
are easily made by
cutting sections from
the tubes themselves.
The brackets can be
made very light and
the holes reinforced by
brazing on washers.
ve·"':·
I rl
nf
I
-
Well, that's just a few ideas on brackets. Nothing very startling, but it may have given
you a few ideas that you didn't have before and it may also help you when evaluating
a chassis. A designer that knows his onions will not only get the basic chassis right, but
he will be expert enough to get the detail right as well -and that's what you should look
for and aim to emulate.
19
Last Month's Quiz Car
De Vaux Coupe from
DC Kitcars Australia
303 Willis Street, Wellington - Ph: (04) 801 5140 - Fax: (04) 801 6665
This Month's Quiz Car
E-mail: [email protected]
Website: http://wvwv.maclennanperformance.com
•
•
•
•
Alloy Wheels, Tyres
Full range of Accessories
Spoilers, Bodykits, Seats Etc
Race Suits, Gloves, Boots Etc
•
•
•
•
Servicing, Repairs
Suspension, Exhausts
Brakes, Brake Upgrades
Momo Steering Wheels & Accessories
The closest thing to a motorised sleigh. It obviously is not a
recognised "Make" but can you identify the purpose for which it
was constructed?
MIRa AUTO SERVICES (1998) LTD
WOF checks and Tune Ups
Full Lube Service
Warranty Work
See us for all your
Muffler & Exhaust Service
Tyres and Wheel Alignment
Brake and Clutch repairs
lUI major mechanical repairs. For all enquiries contact CLWE
YOKOHAMA - FALKEN - TOYO - BRIDGESTONE - UNIROYAL
•
6 Miro Street, Upper Hutt
P.O. Box 40-320, Upper Hutt
home: (04) 528-5873 Fax: (04) 528-5895
20
21
ALTERNATIVE DRIVE STYLE
Car Show 3-4 August 2002
Email [email protected]
Another short update for you this month to keep
you appraised of what the show committee is
doing.
Firstly, please note the change in email address
for the show. If you would like information, have
an idea or would like to offer your help, send us
a note.
Sharon Crespin
McLennans; Tyre Power; Powder Coating
Services; Almac and Engine Imports.
Darryl has arranged a surprise guest speaker
for the Saturday night dinner function. Make sure
you come along to this great evening which will
serve as the club's mid year dinner. Tickets will
be $24 per head and Roy has lined up a great
menu.
Thanks go to those members who have
volunteered their help on the day. Roy has even We'll be putting a working bee together after
had non club members offer to help as they are the holidays, sometime in late February, to build
so enthusiastic about the concept of the show. and paint the picket fences. Thanks John Bell
Thanks also to member Andrew Wellum's son, and Dave Clout for your offers of help but we'll
Simon, who has offered his services as our need lots of hands, so if you can spare a couple
of hours to help, let us know.
electrical and lighting advisor.
Darryl has just about filled all the available
spaces with the cars of those club members who
have expressed an interest in being part of the
show. In the new year we will be sending out
your registration letter with your allocated site
number and time to arrive Friday evening. We
have members arriving from as far north as
Auckland and as far south as Christchurch. What
a fantastic response.
Things are moving along at a good pace
although we'll be taking a break over Christmas
so there won't be a report in next month's
magazine but we'll make sure the date of the
February working bee is in the February
magazine.
We're hoping to have 7 trade displays, with just
two to confirm. Already confirmed are:
Crespin.
Keep those ideas and offers of help coming.
Darryl Cooley; Roy Hoare, Alan Stott; Sharon
Buy/Sell/Swap
Nick James
WANTS - Tandem Axle Trailer - any condition
IS SELLING - Lotus 7 replica. Macrae Space Frame; Nissan A 14 Motor. Offers
Tony Calvert
WANTS - Standard 15 Van Steering Arms. Will take whole front end if
WAIKATO WANDERINGS
From Geoff McMillan
Well there was not too much of the wandering (no reflection on Mrs Bray)!
this time. It was a little sad that there was not a
The other garage we visited had a Sylva Striker
lot of interest in doing something here in the
well on the way to completion and looking very
WAIKATO as mentioned in a recent issue .. I
good. The Toyota engine (3SGE 21tr twin cam,
did not get enough interest to plan a rally, but a
180bph), had come out of the builders previous
few of us did a short garage tour (two garages)!
car, a Lynx, (which is available for sale, offers
I do not know if it is just the "silly season" starting please, minus said engine and Gearbox). The
earlier or folk are just too involved to be able to Striker with a much lighterweight should be even
even reply. There were a couple of folk who more competitive than it's predecessor. As well
replied to say they were keen but unavailable as a lathe, (bigger than mine!), there was a mill
that day. It seems that there is enough "ground in this workshop - I WANT ONE! I realise that
swell" to keep going in organising activities but many who take on the task of building a car do
the usual applies. "Yep! I am keen, just don't not have much gear at all, and I am blessed
ask me to do anything"! Come on guys, (and with what I have managed to acquire over the
guyesses), if we want to develop our hobby then years. I also have a very supportive wife, (now
we need to support each other and bring other where have I heard this before)? Our Striker
builder will be inserting a more powerful engine
like-minded folk on board.
in time, (already purchased by another
Anyway, enough of the moaning. We started supportive wife)!
off in my garage and I got some interesting ideas
from the visitors. They were able to see the Any major mechanical work of this nature
projects that I had tackled, (including the JBA), requires space to work in as well as time and
money, (some of us have neither)! I have heard
before moving off to our other "call".
of one man building his car on the lawn in a
Some of the other projects were the table for tent, some dedication! Let us continue to
my router so I can make my own picture framing support each other with ideas, knowledge and
etc, "Sandra" the sand blaster to name a few, the moral aptitude to keep going. There are
times that it all seems to be
our of reach, no way to
move ahead. That is what
the club is about, there for
each other. The next
activity will obviously be in
the new year, but NOT until
after the planned trip
around the cape. Jill and I
are trying to fit our holidays
to enable us to at last make
it to a "driving experience"
of the club. Come on other
'northerners', lets get
gOing!!
necessary but really only wants the arms.
Contact details in members list.
With grease to my elbows
GeoffMcM
22
23
FUELSTAR IN-LINE FUEL CATALYST
Ever since unleaded petrol was arbitrarily that it was too early to judge, and like the rest of
imposed on the New Zealand public in 1995, us, would wait and see.
those of us that had the older type of motor in
So off I went, reasonably happy with the advice
their project cars were faced with the threat of
and patched up the old motor again. I was
possible damage to the unit through "valve seat
certainly getting lively performance from it and
recession". Debate has raged intermittently
in the next 18 months or so, I did another 15,000
in the Club on the effectiveness of the above
Kms. Then I found that the car was developing
device which, it is claimed, when installed ina chronic cough on the steeper hills, and I also
line, allows the fuel to leach out a tin catalyst
noticed that fuel consumption had increased by
thus substituting for the lead in the old fuel.
about 15%. The timing was fine and I eventually
Some people have been very vocal in their
tracked down the problem to NO.3 cyl. where
scepticism of the manufacturers claims.
the tappet clearances were out. I adjusted these
In my case, having a pre 1980 Datsun 1600cc and the motor ran well for another couple of
motor, I opted to install the Fuelstar product on months when one day, as I was returning from
a Club run to a car show in Palmerston N. in
the reasoning that:September, I suddenly noticed that the needle
1.
The cost of re-engining with a more on the temperature gauge was climbing in front
modern motor, such as the popular 2 Litre of my eyes as I watched, and as I lifted my foot
Toyota, plus gearbox, plus modifications off the throttle there was an ominous clatter and
to mounts and chassis, would be bang followed by a great gout of steam from
prohibitive.
under the bonnet.
2.
Re-conditioning the head and installing Luckily, I was nearly at Pukerua Bay and having
hardened valve seats would cost in round hitched a lift from a very obliging young couple,
figures $500.00. (I
did
get some Janet towed me home with the Beamer (a job
estimates).
that she really really hates as I always grumble
3.
The Fuelstar was a one time cost of
$100.00 and claimed to be effective for
over 100,000 Kms.
if she breaks the tow-rope).
I stripped the motor down next day to find that
NO.3 piston had virtually seized. A large piece
Some 3 years and 25,000 Kms later, the motor had broken away from the bottom of the skirt
suffered a broken ring (luckily with no other and ruined the bore. I carted the whole lot in
attendant damage). I consulted Steve of the boot of the ever faithful Beamer to
Automotive Reconditioners Ltd (whom I have Automotive Reconditioners to see if there was
always found to do good work at fair prices), anything salvageable. Well, Steve reckoned that
and he advised that the motor was pretty well the camshaft and timing chain were okay, but
at the limits of wear, but I could put in oversize the rest was utterly stuffed and not worth repistons and rings, and it would last out for a building. And the cause of this meltdown you
while. While I had it stripped down I took the ask?
opportunity to get him to check out the head, VALVE SEAT RECESSION, albeit on only that
and I was very pleased to hear that there was one cylinder, but valve seat recession none-theno sign of valve seat recession. When asked if less.
they had any opinions on the effectiveness, or
otherwise of the Fuelstar devices, they said that Since I had last consulted him, they had gained
although they had come across a number of some experience in the field, and Steve told me
cases ofVSR, I was in fact, the first person that that once recession starts, it deteriorates very
had brought in a head to check that had been quickly indeed, and I can certainly vouch for that.
run with an in-line catalyst. They further said Furthermore, I have been shown two other
24
Datsun cyl. heads of the same era both ofwhich
were showing the first stages of VCR in their
original bronze inserts.
Therefore, the object of this little article is to
confirm, firstly, in case you were not convinced,
that leadfree petrol does indeed cause VCR in
cyl. heads without hardened valve seats, and
secondly, to confirm through experience that the
Fuelstar device clearly does not work, and to
pass the warning on to any others who may have
installed one. Do not ask for one to be popped
into your Christmas stocking.
So that's one up for my friend Alan Stott, who is
one of the leaders of the original band of those
sceptical of Fuelstars' claims. Hoi Hoi Hoi Alan.
I am now running-in a Datsun 180B motor, which
has been fully re-built, complete, I may add,
with hardened seats. Has the experience cost
me dearly? Probably not considering that I knew
that the original motor was well worn and would
have needed replacing in a few thousand kms
anyway, so I hadn't got a lot to lose. As it is I
got around 45.000Km and 5 years fun running
out of it for the cost of a set of pistons, rings,
shells, and new gaskets, ohl and Fuelstar of
course. The only thing that kind of really niggles
is that I would almost certainly have got the same
if I hadn't spent the $100.00 on the Fuelstar.
But I'll never know, willi?
Merry Christmas to all and to all a Happy and
Prosperous New Year.
Brian Robinson
Accelerator Cables
Phil Bradshaw
One of the problems we often face is connecting
an engine to a car it was never intended to reside
in. An area that can be a big headache is
connecting the accelerator pedal to the throttle.
I have recently been through this exercise on
the Mk 1 Cortina that has the Nissan SR20DET
2 litre turbo motor in it, and here are a few
pOinters that may be of use.
from some front wheel drive.
Step Two: Fit the accelerator cable to the throttle
body. The first problem was that the barrel on
the end of the cable was bigger diameter than
the hole in the throttle body actuator. This was
solved be removing the actuator (noting carefully
how the return spring was mounted) and drilled
the hole to suit. The cable outer bolted directly
to the mount on the inlet manifold, which
prevented having to fabricate a new bracket.
Step 1: Find an accelerator cable. In the ideal
world you will use the factory cable that came
with the engine, but in the event that this unit is
missing, incomplete or too short, you will have Step Three: Figure out how much you need to
to find an alternative unit. A bicycle brake cable move the cable inner. I did this by grabbing the
can be used - get one for a mountain bike that free end of the accelerator cable and take up
is stainless steel wire and teflon coated - but the slack, followed by pulling the cable until the
beware that they tend to brake (no pun intended) throttle was wide open and measuring the linear
after a couple of years of daily use. Basically it movement of the cable. Turned out to be 42
is time to replace them when they start getting mm. What this meant was I needed to mount
stiff. In the first instance try another cable from the free end of the cable an appropriate distance
the engine manufacturer - you will probably find from the pedal pivot to get my 42 mm of
that the fittings are much the same across all movement.
their vehicle range, and will therefore be directly Step Four: Determine the amount of accelerator
transferable. It depends on what you can find pedal travel. I first made sure the accelerator
cheap enough at a wrecker. Alternatively use pedal was sitting in its desired no load position,
whatever accelerator cable you can get your and then worked out where I wanted the pedal
hands on cheaply that looks like it has potential to be when at full throttle. The main trap here is
and hope for the best. I took this latter approach, to allow for carpeting and sound deadening using a Toyota cable that was about 4 feet long no point having to push the pedal deep into the
25
carpet to get full noise. You also don't want to
have too much throttle travel (or too little)
otherwise driveability will suffer. I achieved this
by putting a packer under the pedal to allow for
depth of carpet and to allow a little clearance.
Once I got the pedal set up I measured the
straight line distance moved by the pedal pad
at no throttle to full throttle. This was about
80mm.
Step Five: Calculate the position the cable needs
to mount to get the desired movement on the
cable. I did this by multiplying the pedal
movement by the distance of the measuring
point from the pedal pivot, and then dividing by
the required length of cable movement. This
ended up being 70 mm.
I removed it from the cable outer. It was moulded
on, so I cut the cable about 20 mm from the
moulding, and using a pair of pliers effectively
pulled the centre out, unravelling the steel inner
sheathing as it went. This then left just the plastic
outer sheathing, that I drilled out, ensuring that
the shortened cable outer would be a snug fit. I
then mounted the cable end fitting to the firewall
(it is actually mounted from the inside), cut the
outer to the required length, and fitted it.
Step Seven: Fit the cable inner. The length
becomes fairly obvious - just pass it through
the outer. Because the end of the cable inner
will be a bit scraggly from where you cut it, the
trick is to rotate the inner as of go (you may
need to remove it from the throttle body to do
so) in the direction that closes the end up. Once
Step Six: Fabricate a cable mount on the
the cable is through, take up the slack, and fit a
accelerator pedal. In the case of the Cortina I
locking mechanism. I have used bicycle cable
needed to add a new arm of the right length at
clamps in the past, but this time used an
the right location, to allow the cable a clear run
electrical wire 'choccy block', making sure I
in the engine bay. Once this was welded in place
tightened up both screws. Time will tell how
(as close to the firewall as possible in the no
effective this is. Then it is time to test how the
throttle position) I drilled a hole to take the
whole things works, and once you are happy,
internal cable fittings. Although the cable needed
chop off any excess cable inner. Finally, ensure
to be shortened, I retained the various loose end
the pedal has a hard stop so that you are not
fittings that act as a buffer.
relying on the pedal being held off the floor at
Step Six: Drill the hole through the firewall. I full throttle by the cable pulling on the stop on
decided to use the standard firewall fitting, once the throttle body - this is a good way of snapping
the throttle body shaft due to the side loading.
New Honda Car Engines
DaveFro~
Enquire of our 2
year Guarantee
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<j"""t;,
p.UTO INTEIII
Skilled in the
repair
and
refurbishment
of all aspects of
automotive
interiors.
OI1~
REPAIRS AND RECOVERING:
Headlinings. Carpets, Side Trims, Dash-Boards, Seats, Boot Liners
(F abriline)
WELDING: Metal, Vinyl, Plastic.
PAINTING: Vinyl, Leather recolouring.
CONVERTIBLE TOPS: Repaired recovered or built from scratch.
Call for free advice and professional service and give your car the inside edge.
I
Last week I was in Honda Cars Wellington, 65 Kent Terrace and spotted that they are selling
brand new (early model) spare engines at bargain prices. These are complete except for inlet
and exhaust systems and computer. They have a big range of engines, which they persuaded
Honda Japan to supply them, instead of feeding them into the scrap metal crusher!
The following are three examples:
Year
Model
Price
Up to 1993
2200cc Accord
$952
1989 - 95
1500cc Civic
$759
1992 - 95
1600cc VTEC Twin cam B16A
$1,671
The last one is a hot one from the CRX and Civic, but apparently it needs the proper computer to
operate the VTEC solenoids.
FRASER CARS
MEMBER COMPONENT CAR MANUFACTURERS ASSOCIATION OF NZ
(Inc)
1/2 Kahika Rd, Beachhaven, Box 34610, Auckland 10, New Zealand
Telephone (09) 482-0071
Fax: (09) 482-0516
If anyone is interested, call them on 385 9966 and ask for spares.
26
27
I hear the car went well
at Manfield and Neil reestablished the Fraser at
the front of the field.
Well, I am just having some fun here
pointing out that although Australia have
never made it to the soccer World Cup,
New Zealand has and represented the
South Pacific well. Oh, and also that
New Zealand have the cricket test series
locked up at two draws each ..... .
The Fraser. This last month has been
somewhat frustrating bureaucracy wise.
Found out that I didn't have to meet the
ADRs as such as it was a personal
import but I did have to meet the
roadworthiness requirements. What is
the difference you ask - well, I am not
clear on that other than the ADRs have
to be cleared by an engineer's report (ala
New Zealand certifier) and the
roadworthiness ala New Zealand WOF.
nearly 80mm which gives you an idea of how low it was.
It now just needs a set of town and countries to complete
the 4wd Fraser look (I will send a photo before it goes
back to normal). I tried to get relief because of the
inherent danger the changes introduced (bump steer,
very stiff springs etc.) but I think the standards setting.
guys think its too hard to deal with a Kiwi import, let
alone a home-built.
Needless to say I am trying to play by the rules despite
eight out of the nine items they identified for
roadworthiness coming off the car 5 minutes after it is
registered - which they accept will happen!
On to other things - I have set up DP Motorsport to
handle the agency for Fraser Cars in Australia and the
interest just this week has been for three cars. No firm
orders yet but hopefully the level of interest will lead to
some soon. The main issue will seem to be lead time
for getting the kits to Australia but otherwise Frasers
Anyway, the Fraser can get on the road have a good reputation here and PRB, despite being
with all those things Australian cars Australian, are the other best choice but have less than
cannot like carbs, no catalytic converter, ideal customer relations according to the Aussies.
chrome headlight shells, and racing
As you will be aware now I did not make it to Manfield
numbers. Unfortunately I have to be 100
unfortunately due to cost pressures here and my trip to
mm off the ground at all points on the
France being cancelled. I understand Neil showcased
car, have compliant headrests, and have
his little V6 Fraser that had taken a trip into the trees on
a fully covered exhaust that goes out the
Targa. From the photos you can see how carefully they
back. I also need Neil Fraser to state
negotiated the power pole and fence post to largely get
my racing harness is OK and that I do
out unscathed (The car was back in the rally the next
not need wipers on my race screen
day). Neil says he had his eyes shut but Luke (co-driver)
despite there being wiper motors fitted.
is convinced he steered around the pole ...
Some of these you can see are a bit
bizarre to say the least (particularly the
wipers ... ).
I nearly have the car ready to be rechecked hopefully this Friday. Just the
seats I borrowed from a Westfield to go
in with extra head padding that Sandi is
covering while I am in Melbourne this
week. To get the 100 mm clearance I
have had to raise all shocks to their full
extent, extend the push rods on the front
suspension to their full length and a bit,
take the bash plate off, and pump the
tyres up. Alright the tyres probably
added a good 1 mm height but the rest
have raised the lowest point of the car
28
Not a lot of other news at
the moment - it is silly
season and everyone is
trying to get things done
for Christmas. This
means work is busy and
interfering with my car
time. However the
weather is just about
warming up again - mid
to late 20's now - and the
days I have had the car
out it has been superb.
All that remains to say is
Figure 2. Parked ...
Put your left toe in
Dave Frow
Having read Brian Worboys excellent article on backyard wheel alignment, I started thinking
about the task. Here are a couple more ideas on the subject.
When I was rallying in South Africa, one of the local garages had a commercial, yet still delightfully
simple, variation of Brian's skateboard device. This was set in the forecourt and anyone could
drive over it whenever they wished. It consisted of two steel plates, about half a meter square, set
flush with the concrete, a normal track width apart. Each had running across it (parallel to the car
axle) a slot with a slightly protruding, sliding set of gripper teeth. These teeth were linked through
a mechanical linkage, set in the forecourt, to a mechanically operated gauge next to the device.
The whole thing was spring loaded to bring it back to centre zero when there was no wheel on it.
Vehicle
direction
The approach was simply to drive very slowly over the plates, observing the gauge and noting the
maximum reading before it clicked back to zero as the tyres came off the plates. Then keep going
to check the rear wheels. The gauge readout was direct in mm of toe-in or toe-out. Not super
accurate, but very handy.
Figure 1. Route into trees
29
the machined part of the wheel rims, with a clamp to hold the laser pointer on the wheel centreline.
The proposed technique goes like this:
The Quick and Dirty Rally Method
I once witnessed an international works rally team align all four wheels using this method. They
had just replaced all suspension, brake components, wheels and tyres at each corner of the car,
plus the rear diff, turbocharger, inspected the bores with a boroscope, new plugs, oil plus oil filter,
and washed the car in less than one hour. They did this with seven mechanics. At the same time
they were doing the same service, except for the diff, on three other cars with five mechanics
each. That's commitment to rallying!
On the horizontal centreline of each wheel stick a pin part way into the tread at the rear of
the tyre. On the front wheels also stick another pin on the horizontal centreline at the front t
of the tyre.
Fasten a piece of string taught down each side of the car, between the pins at the rear of
the rear wheels and the front pins on the front wheels. Take 1Omm wooden packing strips
and insert one between the tyre and the string on the sidewall nearest each pin.
2
Position the car at right angles between two garage walls. Measure the distance from the
centreline of each wheel to the front wall (A) and to the rear wall (8). There must be
sufficient room to roll the car about 0.5 meter forward later.
2
Ensure the steering wheel is in the straight-ahead position. Find the car sidelines and
mark these on each wall. Project the laser beam, or use a piece of string, alongside the
right-hand wheels to mark a point on each wall. Repeat this on the left.
3
Mark the rim of each wheel with a felt tip marker to show the horizontal wheel centreline.
Carefully position the bracket-mounted laser on the horizontal centreline of the right front
wheel, pointing towards the front garage wall. Mark the position of the laser spot on the
wall and measure its distance along the wall from the car sideline point. (C)
4
Rotate the bracket 1800, pointing the laser towards the rear garage wall, and repeat this
process to get a reading on the rear wall. (D)
3
Measure the gap between the tyre and the string on the sidewall furthest from each pin.
4
Remove the strings and the front pins from the front wheel.
5
Repeat steps 3 & 4 for each wheel.
5
Roll the car forward a wheel turn, till the pins are all pointing forward on the horizontal
centre line.
6
Roll the car forward till the wheels have done exactly half a turn.
7
Repeat steps 1 to 5. Steps 6 & 7 could be eliminated, but they are a good check for
accuracy and to eliminate any errors due to a bent wheel.
8
Measure wheel rim diameter. (E)
6
Repeat number 2.
7
Repeat number 3.
8
Don't forget to remove all pins.
In doing the sums, average the readings from steps 3 & 7 for each wheel- It helps to mark the
radius on the tyre sidewall where the packing strips will go and where the measurements will be
taken. (This doesn't work well if you have a bulge in the tyre!) Of course you need to correct the
readings to the rim diameter, which is smaller than where you take the measurements.
':::::1
1
r-
Say500mm
1
I<
-,
[~)
:> I
Rim diameter
[fJ
S~
500mm
[6
See diagram for layout. All dimensions in mm.
Toe-in in mm =
I
(0 - C) x E
A+8
If answer is negative then wheel has toe-out.
J
Front Wheel
If the reading diameter is 560mm and the wheel rim diameter is 380mm, then toe in for the front
left-hand wheel will be = (10 - LF1) x 380/560 in mm. Forthe rear left-hand wheel it will be = (LR1
- 10) x 380/560 in mm. This method allows you to measure the toe in separately on each side to
less than 1mm.
The Laser Pointer Method
Some years ago I bought a laser pointer for use when giving presentations. These are available
from Dick Smith's electronics for anything from $55 to $135. Mine will easily project a clearly
visible, slightly blurry, 2mm diameter spot at 10 metres. I intend to make up a bracket to locate on
30
Calculations as follows for each wheel:
~
Front
Wall
A
Laser beam
?4 (
~
~:~(
'"
1
t=::::====~:::s-.c.::;-.-.-.-.-.-.-.-.-.-.~.-.-.-.-.-.-.-.-.-.-.-._._._._._._.*_.-·t-·-·-·-·-·-'--,-----,~
C
E
Car sideline
B
.-. [
)
Rear wheel
·-·-·-·-·-·-f·
o
With careful measurement this should allow you to measure the toe-in to less than 0.25mm for
each wheel. The greater the distance between the garage walls the more accurate the results will
be.
I have a spreadsheet for doing these calculations if anyone is interested.
31
~-
For Sale
Surgeon Generals Warning:
1988 Chevron Classic Sports car. 1.8 Toyota Twin Cam, 5 speed g/box, fully
adjustable suspension, registered, warranted, spares etc. A seriously quick
machine for a mere $6500.00 - could you build one for that price?? Phone Geoff
at 07 552 5281 or 025 44 1 115 anytime.
CLASSIC CARS CAN SERIOUSLY DAMAGE YOUR WEALTH
I
I
S~;;J1
A
H~~I~
tnE S\lRGER~
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Say 500mm-
Say 500mm
Rim
Front Wheel
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32
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33
Magic Manfield
Once again several members
of the car club decided to
spend the weekend watching
the classic racing held every
November by the MG Car
Club. As in previous years if
the weather holds it is a great
weekend but if it doesn't then
it is a right stinker. This time it
was the former with good
weather on both days with
only a slight spitting, of rain,
on the Sunday. I was able to
take several pictures of the
cars lying around the place
and hope that you enjoy them
as much as I did.
The first contingent went up
on the Saturday. Club cars
were the Bray 356, the Harlow
Sabre, and the Buffery Fraser
Clubman. It was a great trip
apart from the deluge of rain
in Sunny Otaki and my Sabre
throwing a small hissy fit in
Waikanae. It was also to be
the first major outing of Dave
and Carole Frosts Almac 427
SC (Cobra) but the hydraulic
clutch line got caught
somewhere and Dave found
himself without clutch action
so the car had to be trailered
home again.
Ron Robertson bless his
cotton socks had arranged a
great spot for us to use in the
pits area and thanks to Dave
Beazer we had some good
signage. The racing was
superb and those that came
up on the Sunday missed out
on seeing the GTS Viper race.
Still Sunday was a great day
34
The interior of Graham
Browns Milano is as
sculptured as the exterior
These are two of the three Beaties that were raced. They
look very nice both on and off the track with the new midengined Beatie being a force to contend with.
There are actually a
total of three Ferrari's
lined up here, worth
almost 2 million
dollars. They sound
awesome.
The group of Component
cars on the dummy grid
before the race.
The interior of the Frost Almac 427SC
with Andrew Whittaker in his TVR and the amazing Porsche of
James Williams I think. Colin Young spent an amazing amount of
time in front in one of his races and seemed to be enjoying himself
at least until the faster handicapped cars caught up with him.
35
Ron Robertson gives
advice to Ron Corbert in
the bright yellow Sabre on
the dummy grid. "Now
don't bend it, Alex is
watching.. "
Start of
the classic racers.
A clutch of
Porsche's.
David Short in the Countess chasing a Mustang and a Chevy coupe.
Almac Sabre being
chased by McRae
550 Spyder.
36
MacDonalds Dodge
Viper GTS didn't make it
through to Sunday.
37
Dodge Viper RTI 0 left
lying around in the pits
area.
Bruce Turnbull's Saker
beside David Short's
Countess. Both cars had
some exciting races and
look impressive both on and
off the track
On the Sunday our club car numbers had
swelled to 17 and we were parked two deep. I
tried to get a picture of our display but every
time I tried to do so there were always crowds
of people around.
Dodge Viper
RTlO rear.
Interior o/David Short's Countess.
A Countess shown
in its true scale by
Toyota pickup.
By lunchtime we were ready for the Charity run
and our club was able to help raise $900 for the
Hospice. It is a good event and I managed to do
5 laps of the long Manfield track. While doing
this I was passed by three late model Ferrari's
on full song. Having an open top car I was able
to fully appreciate the sound of their engines as
they vanished rapidly into the distance. It was a
magic moment at magic Manfield.
I[LMRt]
Almac Cars
P.O. Box 40483
Nicolaus Street
ALMAC
CARS
UPPER HUTT
Tel/Fax: 04 528 8680
Contact: Alex McDonald for Brochure
38
39
_·_-1
~,-
STEERING &SUSPENSION SPECIALIST
•
•
•
•
•
•
•
Suspension repairs and rebuilds
Steering joints
Shock absorbers
Wheel alignment
Bushes
All work unconditionally guaranteed
22 years of knowledge and experience
(May
morning because
member,
I
builder and our East Cape guides, Sam and Lyn turns as the bush and tree lined road heads
Lyall will be waiting at Wairoa a 100km or so towards Te Kaha across the mighty Motu river
away to escort us to lunch. This will be at an and on the our lunch stop at Opotiki, touring at
'eatery' that even Sam, he of mermaid fame, its superb best. Lunch eaten, Sam and Lyn turn
says is 'unusual'. The onwards, hopefully with around and head back to Gisborne. We move
a brand new Markll SL Special leading, inland on, 3-4 hours away is the country's premier
via Frasertown, a view of one of the great holiday centre, Rotorua. Our over night stop
waterfalls, on through Te Reinga, Tiniroto to the there is yet to be finalised but as we step back
wonderful 'Doneraille' scenic reserve then down into a world that we are more familiar with you
the narrow twisty descent into Gisborne. This can reckon that the last official night of the East
fabulous drive of only 3-4 hours is spectacular, Cape Tour will be 'A good One'.
95% on sealed roads, the unsealed balance in
Wednesday 6th, for those keen to get home with
excellent condition, (for those who did the 1400
work the next day. It's a straight run South. For
tour think "Lambton Quai).
others with a little more time to spare why not
Sunday 3rd, stopover in Gisborne. Sam has the wander with us through the back roads of our
accommodation in hand, evening meal at beautiful island.
Smash Palace. A friend of Sam and Lyn owns
We live in one of the world most wonderful
the establishment. He's a sports car fan, owns
countries, we belong to one of the finest car
a TR6(also wants one of Sam's specials). Sam
clubs in that country so how about joining with
promises a very good night. He says you can't
friends on this short but exciting trip to one of
miss the place, it has a DC3 on the roof and a
it's hidden secrets - Come on you won't wantto
Morris Minor half buried in the garden. (/ can
miss it??!!
see his point.)
Alan Stott 04 9709763
Monday 4th from Gisborne on through to Tolaga
Bay, Tokomaru Bay, Ruatoria and we're well P. s. / will be contacting all those who have given
into the real thing. Sam promises to show us a me their names to give details and a full itinerary
world few have seen - we're right behind you - Ring me if you have any questions.
40
4 Whczczl fllignmcznt
Stczczring & Suspcznsion Spczcialist
Shock flbsorbczr Tczsting Salczs find Sczrviccz
Brakczs & Exhaust Sczrvicing
itaccz Car Suspcznsion
Dczsign & Fabrication
62 Victoria Street
Lower Hutt
41
SAKER CARS
New Members
The Constructors Car Club warmly welcomes the following new
members ...
Saker Sprint
Jeff Reid:- Chevron Pauatahanui (ph 235-5771)
E-Mail: [email protected]
Jeff has a Chevron that is half finished and is powered by a 1600cc motor.
Bill Moffat:- Wainuiomata (ph 970-7842)
E-Mail: [email protected]
Bill is a real motoring enthusiast and owns a genuine Lotus Cortina
John Ward:- CR2 Glen Eden, Auckland (ph 09 818-2568)
E-Mail: [email protected]
John is building a mid-engined sports/racer and is using the mechanicals from an AW11
Toyota MR2. He is aiming for the MR2 to be its only donor car.
Saker SVI
By TURNBULL ENGINEERING
P.O. Box 9, Bunnythorpe, Manawatu, New Zealand
Phone/Fax: 06 329 2923
web site: http://www.saker.co.nz
e-mail: [email protected]
Walter Wing:- Heron MJ1 and a 4AGE Special East Tamaki, Auckland
(ph 09 271-2604)
Besides having a lot of fun in his fully built Heron Walter started building a car called the
4K under the SCCNZ class, but now he has fitted it with a 4AGE engine. The car is an
opentop spaceframe. It will be a racing car with a body similar to the Panoz LMP GTR.
Walter is a profesional design engineer and has worked on kit cars in Australia such as
the Riccardi an Alfa Romeo 105 based kit.
CHEVRON SPORTS AND PERFORMANCE CARS
For more information call at or write to:
Chevron Engineering Specialities Ltd
5HewlettRd, Massey West,Auckland
PO BOX 13 571, Onehunga
ph 09 833 4640 fax 09 833 4793
Web page http://www.webdesign.co.n7lchevron
42
43
RAMBLINGS OF
ASINGLE-MASTED BARSTOOL
Tradgedy occurs at the least expected time. We, mankind, call ourselves
civilised. What does this word mean. I have no idea, but I suggest that
when we stop killing each other, we will all know.
down to the rear bumper. It had huge front wings
and even with 17inch wheels, sat quite low to
the ground.The wheels would be the only real
problen in a replica. I haven't the time.
am for a quiet day with family, and perhaps a
reflection on where and why it all started.
To you and yours, enjoy the festive season as
you are wont.
Christmas and the inevitable capitalist thrusts
are upon us. I wonder how many kids realise May 2002 bring you good fortune, less hassles
that it is not Father Christmas's birthday!!!. I with the vehicle inspectors, and plenty of
alternative driving.
THE FESTIVE BARSTOOl
I refer of course to the recent killings of two I also have aspirations of putting together a two
teenage girls in Masterton, and the murder of seater, but given the time spent on No.1, this
Sir Peter Blake. All three appear to be totally may take a while. I have the engine and gearbox,
needless, and because they ocurred, they have the front and rear uprights, wheels and
drivetrain, so all that is required is a chassis.
impacted on all of us in some way. Amen.
This is at present on the floor in Alex's factory,
The expression, "Whats in a name", is known and on several sheets of paper in my lounge.
to most of us. Particularly those who have been
blessed with tongue twisters, and I make or take A recent contributor to spare parts suggested
no issue when I refer to the troubles I have the use of alternate materials for building a
had,and will continue to have with my name. I "special". I have given this some thought, and
am blessed with a name of Celtic origin. It after counting the pennies and doing a time,
conjours up all sorts of sounds in the mouths of scale, and effort exercise I came to the
people when first confronted with it,and often conclusion that it would,1. Cost too much. 2.
results in blank stares!! I sometimes wish I had Take too much time, and 3. The hassle
been a Smith or a Jones. So for the benefit of convincing the powers that be that it was kosher,
my fellow CCC members, I am not YOOlYATE, was not worth getting involved in. Imagine rolling
UlYATTY, YOULATE (although I often am) or up to the testing station in a carbon fibre
ELLIOT, as is often thought. I am UlYATE, creation, far beyond the comprehension of
spoke as she is wrote. Ul as in gull, not in pull, someone accustomed to pieces of steel bolted
and YATE as in gate. So simple. Of course in or glued together and trying to explain that 2mm
Lincolnshire it could be totally different, but I am of CF was stronger than 6mm of steel? This is
of course open to constructive written criticism.
here so why worry about Lincolnshire.
To more mundane things, like cars. Alex is
currently wrestling with a bunch of parts which
may well turn out to be the next Almac
production model. I will not go into too much
detail, except to say that it is quite small and
sparse. Development moves apace and we may
see the prototype in the not too distant future.
I have been bitten by the bug and some
movement is taking place on the Monoposto.
The show next year has something to do with it,
as does the need to be able to get round my
shed. I am preparing it for painting at present,
but have not decided on the final colour. It was
to have been bright red, but I am more amenable
to a less opulent colour, possibly a light maroon.
Time will tell.
44
I will adhere to the tried and tested tubular steel
frame, but with some innovations. The nature
of which will be revealed if and when I get the
drawings done properly. It is not easy being a
layman, specially when calculating with maths
is a lost, or perhaps a never gained art. I will
persevere, cause thats what we are all about.
Enough on that.
The previous Spare Parts featured a very
attractive mystery car. It appeared to be based
on the Bugatti Atlantique. I have aften thought
of the Atlantique as being a very good subject
for replication. It was one of Bugatt's better two
seaters and was quite distinctive in that the body
halves were split vertically down the middle and
then bolted together with a quite distinctive
flange which ran from the top of the windscreen
Tricks of the Trade
RanS/mud
Over the years I have picked up many
"tricks of the trade", from my father
who was a home handyman par
excellence, also from carpenter
mates, plumber mates, mechanic
mates, and so forth. These tricks from
the experts are so often simple but
effective and can make life so easy.
An excellent TOT that I picked up from
a speaker at a Club evening several
years ago is I think well worth
repeating!
Soldering two wires together takes
four hands. If you don't have four
hands and your wife is not handy
(excuse the pun) the usual technique
is to bend the bare ends of wires to
be joined, at right angles, twist them
together to hold them in place and
then solder them. The soldered joint
then has to be bent back along the
wire and wrapped with insulation tape.
Messy!
I
Now, take the two wires you want to join and strip a small
bit of insulation off each. About 5 mm is enough. Don't
twist. Slip a piece of shrink wrap over one of the wires.
Push the stripped ends together and clip both wires into
the tool. There, you see, two little hands holding the wires
together, so you can now let them go. Now hold the
soldering iron (bolt if you're a South Islander) against the
bared wires with one hand and touch the wires (hot by
now with some cored solder, held in your other hand.
The solder will instantly flow into the wires completing
the jOint. Withdraw the soldering iron, remove the jointed
wire from the clips, slide the shrink wrap over the joint
and heat. Hey presto you have a very effective and tidy
joint. It's so good and so easy I almost have to stop myself
from cutting wires just so that I can join them up again.
The trick is to make up a simple little
tool that costs as the most a couple of
dollars. Take a large washer, about
40 mm diameter, you must have one
around, and solder a couple of small
alligator clips to it. (If you haven't got
any of these in your box of bits and
pieces, they can be picked up at Dick
Smith's for next to nothing.) The result
is shown in the figure.
45
an internal (in fuel tank) pump as originally fitted
or an external pump can be used. If you don't
want to buy new or aftermarket then external fuel
pumps from Nissan 3 litre straight 6 cylinder
engines as fitted to VL Commodores etc have
proven effective.
The Tovota 4AGE Engine . Part 4
Phil Bradshaw
This is the fourth part in a series of articles which will be included as space allows. Ed
~------------------------------------------------~I
20 Valve Inlet Manifolds
work, or if you do not have one, then brake
The 20 Valve air box also has the inlet to the
rear of the engine, however, both it and the
trumpets it contains can be bolted on upside
down, which will place the inlet at the front.
Unfortunately this looks somewhat unattractive
and requires even more height. The air box can
also be shortened, however, it is made of several
layers of thin plate and is difficult to weld.
Stainless steel welding rod works best.
Alternatively cut the inlet off the back of the
airbox and modify it to fit on the front. Of course,
aftermarket injection negates the need for the
airbox. The black top 20 valve runs MAP sensing
and may be able to function happily without the
air box at all. It also has rubber trumpets. The
plastic trumpets inside can be cut and glued
shorter also, however, some compromise of the
smooth internal walls is required. In reality
fabricating an entire air box would not be a
complex operation and some side-draught
carburettor trumpets are a close match.
Air Filters
cables and fittings off bicycles provide an
excellent cost effective source of components.
Mountain bike cables tend to be heavy duty and
Teflon lined. Go to a good bike shop and order
stainless steel brake cables as galvanised
cables will just rust up and break off. My cable
lasts about 2 years before requiring
replacement. If you have the room run a dual
system (two cables instead of one). Much easier
to get home with a broken cable that way ...
Really smart throttle systems use the springs
under compression to push the throttle closed
as opposed to the normal tension system. If you
think about it, the compression system is less
likely to fail and if it does will still provide some
closing assistance in most cases.
If bonnet height on a 20 Valve is critical then it
becomes necessary to remove the complex
linkage system from the top of the throttle bodies
and fabricate a twin side-draught type linkage
that enters from underneath the throttle bodies.
You may also need to shorten the oil filler capI certainly did ...
If the engine runs a MAP (Manifold Air Pressure)
sensor air measurement system then you can EFI Fuel System
literally fit an air filter directly on the end of the Although Toyota have their own EFI system
throttle body. Some K&N filters fit perfectly, (Toyota Computer Control System - TCCS) it is
however, a cold air induction system is more basically a derivative of the Bosch Motronic
effective but more complex to fabricate. If the Digital EFI system. This is good news as Bosch
engine is AFM (Air Flow Meter) then you will is used world-wide by a large number of
need to connect this to the throttle body via a manufacturers, which means that many
suitable tube. 20 Valve engines run an air box components are interchangeable. In this manner
which a length of MK 2 Ford Escort heater a fuel pump from any Bosch type fuel injected
ducting concertina tube fits nicely between the car will be adequate (assuming the flow rate is
air box and AFM. A side-draught carburettor (ie high enough) and bigger injectors can be
Weber DCOE) type air filter with a modified base sourced from other vehicles if you are running
plate can be adapted to fit the AFM. Alternatively injection that has to feed a heavily modified
MR2s have a neat adapter that bolts on to the engine.
inlet side of the AFM that a round air filter will fit
If you run the EFI system then you will need a
on to.
high pressure EFI system fuel pump delivering
about 40 PSI. The minimum plumbing required
Throttle Linkages
is a supply line and a return to the tank. Either
If a standard throttle cable cannot be made to
46
I
The fuel supply must be at a constant pressure
so it is wise to use an internal baffle in the tank
around the pump pick-up. Surge tanks may be
required for external pumps, however, I believe
that a properly designed in-tank pick up system
will alleviate the need for one. It is most important
to use the correct diameter fuel lines - the supply
needs to be at least 8mm and the return 6mm
diameter otherwise fuel starvation will occur.
If you decide to run the factory EFI system then
it is best to get the relevant Factory Wiring
Diagram and as much of the original wiring loom
and sensors as possible. The standard set up
has 3 plugs in the ECU: two go directly to the
engine with the other going to the car for such
things as power feeds, instruments, warning
lights and sensors etc that are not on the engine.
As the car side of the wiring diagrams are very
much the same, if you cannot get the exact wiring
diagram for the engine then you should be able
to figure it out from the standard car. The code
for the plug pins is written on the circuit board
near the sockets inside the ECU, except for
Japanese model 4AGZE ECUs which do not
have any labelling.
If you want to run a 'check engine' warning light
(which is also the means of displaying diagnostic
codes) then you must run a speed sensor which
is normally part of the speedometer. If you do
not run this sensor you will get an intermittent
trouble warning on the check engine light,
however, engine performance is not affected.
Unfortunately if you fit the speed sensor it will
also limit the car to approximately 180 kmlh top
speed. If you do not have the original
speedometer a magnet bonded to the drive shaft
and a reed switch connecting the ECU to earth
works.
It is wise to utilise the 'circuit open' relay system
which shuts down the fuel pump if the ignition
circuit is on but the engine is not running (as may
happen after an accident). If this part of the wiring
is missing in a MAP sensor car then a relay
operated cut out connected to the oil pressure
switch as a trigger is just as effective, however,
a bypass for starting should be fitted. This is
triggered from the 'start' position on the ignition
switch. An engine fitted with an AFM has a fuel
pump switch built into the AFM unit itself which
shuts down the pump when there is no air flow.
Exhaust System
AII4AGEs (including the 20 Valve) have identical
exhaust port dimensions and spacings. The 20
Valve has 4 into 2 factory tubular extractors while
the remainder have 4 into 2 cast manifolds. The
20 Valve head manifold bolts at the extreme ends
are in a slightly different location to the 16 Valve
engines, however, the 16 Valve manifolds can
be modified to fit quite easily, and vice-versa.
The standard RWD manifold is a wise option if it
will fit in the car as by all accounts there is little
to be gained by replacing it with a set of
aftermarket tubular exhaust headers, however,
there is much to be gained by going to a larger
diameter exhaust system from this point back.
The standard RWD system has 28" long
secondaries between the manifold outlet and the
tail pipe junction. The TRD RWD exhaust system
utilises the original cast manifold and then breaks
into two 42 mm diameter secondaries that are
485mm long to the junction, followed by a 330
mm long 50mm diameter pipe to the muffler, a
640 mm long section containing the muffler and
finally a 520 mm long megaphone expanding out
to 57 mm diameter.
Local tubular headers I have seen are 4 into 1
design and have either 1% " or 1 5/8" diameter
primaries and a 2" tailpipe. The headers are not
very precise - the RWD primary lengths range
from 21-28", and FWD from 12-14". I have been
told that 2.5" exhaust systems on 4AGEs are very
loud and that 2.25" is a better diameter to go
with.
Best I can figure (from a graph I got sent) the
ideal is about 28" primaries on 4 into 1 headers
for a 4AGE. The set I was building for the stillbom
4AGZE powered Ford 105E Anglia (1964 car)
were 4 into 2 into 1 with 14 inch long 1 3/8"
primaries, 28 " long 1 7/8" secondaries, and 2 11
4" tailpipe. This was based on the best I could
figure it out and what I could get to fit. I was
47
building them from pre-formed mandrel bends,
which were to be welded together, hence I would
have had a very accurate means of establishing
the lengths. The primaries and secondaries
would have been within a couple of mm in length
to each other.
Another method is to utilise a Bosch ignition
module part no 249-9-222-067-016 to run the
distributor. It does not allow advance, but this may
not be a real issue for you if you are track racing
etc. The module has 4 terminals. Terminal '15' is
fed with 12 volts when the ignition is turned on.
Terminal' 16' is wired to the negative post on the I
Personally I would not have bothered with a
custom set of headers, especially in what was coil (any old coil will do). Terminal '7' goes to the
black wire coming from the distributor. Terminal
basically a road car, however, the Anglia engine
bay was just too tight for anything off the shelf '3' is connected to the red wire. The white wire is
cut and not used. The modules cost about $60 ,
to fit. Also if you do not have the factory
manifolds an off the shelf set of headers, while from a Bosch Dealer.
they may not be ideal, will still work and provide Yet another option is to replace the 4AGE
a cost effective solution.
distributor with a more conventional one. 2T or 2K
electronic ignition type distributors are a popular
Conversion to Carburettors
option, but require a bit of modifying to fit, including
Some people (poor, misguided souls!) convert fitment of the 4AGE distributor drive gear. You can
16 Valve engines to carburettors. 40 or 45 mm then run vacuum and mechanical advance and
Weber or Del'orto side draught carburettors tend use the standard coil/igniter pack.
to be used. 40 mm tend to be a little smoother, Ross Mackenzie runs a 'Fraser' Lotus 7 replica
however, 45 mm give more power but are a little powered by a 3SGE on carbs. He uses a Nissan
less tractable - although by no means difficult distributor to run his engine, as follows:
to live with. Be aware that the correct intake
manifold must be used for the engine: TVIS 'The dizzy in my car is from a Nissan E15 non
engines require a different manifold to later turbo engine. These were fitted to mid 80's Pulsars
models. I do not have the owner's details for and Sentras (probably others as well). The end of
the dizzy body needs to be machined down to
what follows:
match the std 3SGE dizzy dimensions as does
"With TRD 268 duration L 10 Cams on a head the end of the shaft, which is then fitted with the
with 10.1 compression (via skimming), tuned Toyota drive gear. A clamping block needs to be
headers and 45 mm Webers I use 145 mains, machined (or filed). This block is bolted to one of
F15s and 190 correctors. It's pretty much set the original clamping holes on the head. I have
up for high end power and is a bit fluffy down utilised the Nissan adjustment slot which bolts to
low. It gets driven relatively hard (at least in low the clamping block, giving a good range of rotation.
gears) most of the time, and I seldom get into Once the dizzy is positioned on the engine the
5th gear".
basic geometry of the block and dizzy adjustment
will
become self evident.
Apparently 38 mm chokes are the go.
The 20 Valve engine could also be run on
carburettors, however, a RPM trigger would be
required to activate the cam timing solenoid
valve at around 4500 rpm, and an inlet manifold
would have to be custom built.
Carburettor Ignition Systems
The vacuum advance is removed and the base
plate is locked down. I have sealed the hole with a
piece of aluminum glued in place with Devcon.
Use the standard Nissan dizzy cap and aftermarket
8mm leads. If you wish to retain the Toyota plug
end they will have to be drilled out to accept the
8mm leads. I guess you could use aftermarket
ones. All the electrics are contained in the dizzy
(no separate igniter) with only 2 wires. On mine
they are blue (-ve) and black and white (+ve). Just
hook them up to the coil.
There are a few different options to get the
ignition system to run with the engine converted
to carburettors. One way is to use a stock
distributor but operate it via an aftermarket
ignition module. These can work well, but cost The advance is 15-17 degrees at idle and 32-34
degrees at around 3000 rpm. According to Lynn
about $400.
48
Rogers and Neil Fraser, this is perfect for the
3SGE. Total cost.... around $150 including
Dizzy, new rotor, cap and leads. I got the
machining for free.
To answer your question about why I removed
the mechanical advance - well, because I was
told to. I'm not sure of the reason for only using
mechanical advance, but it is an old method. I
think that it is because we are already running
so much advance at idle (16 degrees-ish on
mine) that it just isn't required. Regardless of
theories it works well. It is pretty much the same
as far as the advance curve goes - I don't have
a good understanding of the intricacies of this
subject, but at the end of the day this particular
dizzy has the required range and rate of
advance. I believe that the advance curve is
similar to that in the custom computers remember that this mod has only been used on
carbed engines. Most of us are running 45mm
DHLA or DCOEs with 40mm chokes and jetted
to suit the intended use (road or track)."
have an 18 row intercooler located on the side
of the engine compartment; a fan is used to help
draw air though it. In both cases the plumbing
from the supercharger to the inlet valves is biased
towards the rear of the engine hence a fair
degree of modification or fabrication will be
required if you turn it around for RWD.
The intercoolers themselves have both the inlet
and the outlet on the same side. Obviously if you
can fit an intercooler behind your grille then you
will gain better cooling effect. And, by the way,
water/air intercoolers should only ever be used
if your space restrictions prevent you running an
air to air intercooler - they will NEVER perform
as well as a straight air to air unit. It is all to do
with thermodynamics and heat transfer losses.
The more heat transfers you have, the less
efficient the cooling process is.
The catch 22 is that an air to air intercooler will
require longer air system plumbing, hence adding
to lag.
Finally the distributor off the 3A engine looks If I was to do another 4AGZE RWD conversion I
like it may have some promise - it is all self would be tempted to mount the supercharger on
the exhaust side of the engine. This would also
contained also.
make fitting a larger blower possible. My
reasoning is that I could then fit a standard RWD
Turbo Charging
inlet manifold, thereby simplifying the front
The Supercharged 4AGZE has a steel crank, mounted intercooler pipe work, and also then
stronger block than the earlier models and being able to use RWD water plumbing. An
forged pistons (which is why they rattle a little added bonus would be mounting the alternator
until they warm up), so if you want to build a on the intake side of the engine as per normal
turbo engine then this is an excellent starting RWD. Power steer and aircon would make it
point. People have also used this engine's crank somewhat more complicated, but not impossible.
and block as the basis for naturally aspirated About the only other issue would be the blower
race engines. In many ways the earlier 4AGZE bypass plumbing, which would have to be
engine is better for high horsepower as it has fabricated.
bigger head ports and slightly lower
compression (but it does not have oil cooled 4AGZE Modifications
pistons).
It is possible to put a larger crank pulley on the
I suspect the supercharged ECU will happily run 4AGZE to drive the supercharger faster and so
with a turbo instead, up to around 190 make more boost. 165 mm is the largest pulley
horsepower, provided the injectors do not max that will fit, and one will make about 10 PSI boost.
out.
Boost over this can be achieved by fitting a
smaller diameter SC pulley, however the SC
Intercoolers
rotors are Teflon coated and this can apparently
The supercharged engines come with a factory melt above 10 PSI (although some say 12).
air to air intercooler. On FWD cars it has 12
rows and sits on top of the head; cooling air is
delivered by means of a bonnet scoop. MR2s
(Part 5 - Modifications to be continued)
49
Wllos Wllo ·"IJCIJHtGIJr 2001
* denotes Committee member # denotes Technical Committee member
Name
A Trevor Alvey
Atover
479-8200
B Darren Bain
B Kevin Baird
B Simon Bartlett
B Neville Baxter
B David Beazer
B Geoffrey Bell
B John Bell *#
B Ian Bonos
B Mike Boven #
B Roy Bowers
B Phil Bradshaw
B Dave Bray*
B Ross Bridson
B Chris Bromley
B Pete Bronlund
B Graham Brown
B Peter Brown
B Terry Buffery
B Murray Bugler
B Douglas Bunting
B Craig Burleigh
C Tony Calvert
C Carolyn Carnegie
C Noel Cheetham
C Alan Chorlton
C Greg Clout
C Dave Clout*#
C Glen Collins
C Peter Conroy
C Darryl Cooley
C Matthew Cooley
C Peter Cottier
C Sharon Crespin *
C Graeme Crimp
C John Cumming #
C Ben Cumming
D Barry Dawe
D Chris Densem
D Jim Doherty
D Nick Dunne
E Bruce Eyre#
F Don Flowers
F Russell France
F Evan Fray
F Dave Frost
F Dave Frow*
G Ken Grace
50
Partner
Ph Home
(06) 364-2482
Michael Anderson
Anderson Special
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a
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Jack Hadley
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498-4643
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302-4630
567-8721
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528-8680
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475-7589
Julian Parsons
+61 402471147
David Pattie
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(03) 385-5156
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Brian Pearce
569-7044
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Ken Pecor
(03) 472-7720
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(03) 327-9362
Carol
Kit Peverill
475-9820
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586-6137
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577-3013
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389-3941
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389-4910
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235-5771
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567-8676
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564-8389
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233-1445
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(06) 356-3076
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526-3310
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477-6007
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801-5890
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904-7781
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(06) 364-3909
Christine
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Lisa
233-2286
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8019877
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(07) 884-5796
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970-9763
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Carole
479-3038
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479-6370
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Carina Tye
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564-5373
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934-8417
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478-7587
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564-8793
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Donna
232-7944
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Jane
(06) 329-2923
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970-6110
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(09) 818-2568
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Verity Turner 972-1319
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(07) 839-2325
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233-1867
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(04) 297-1062
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972-3333
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233-9286
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(06) 358-2959
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476-3799
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472-4587
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(09) 302-0901
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(025) 476-696
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914-5454
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025216-1171
Cockram SS100/Scimitar
Lancia Stratos Replica
479-3039
McRae 550 Spyder
473-7551
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(07) 887-71207
0212154636
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MG TD Replica
0256155-225
"Lotus 7A, Mach 7 Tomcat"
385-9549
McLaren M6GTR Replica
528-7041
232-7994
Saker SV-1
(06) 329-2923
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CR2
(09) 818-4090
025 269-6608
(06) 356-8968
Sylva Striker
(07) 839-2325
Locost
233-1877
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(04) 297-1062
025400-436
(06) 358-2959
025 260-6530
471-7191
(06) 357-5863
939-9356
025517 232
569-2145
021 314-771
237-1101
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Leitch
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Lynx
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Barnicol Engineering
for all mechanical engineering
172 Eastern Hutt Road
Ph 5676 652
(opposite Taita Station)
Brake & Chassis Specialists
Custom-made Radiators & Repairs
Custom Part Manufacturers
Alloy & Steel Welding
Drive Shaft Balancing
Exhausts
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