spare parts - Constructors Car Club

Transcription

SPARE
PARTS
FEBRUARY 2014
The Magazine of the Constructors Car Club (inc)
www.constructorscarcluborg.nz
Click to go back to Index
1
One of the 41 genuine GT40s at Goodwood 2013
- Image courtesy Lim from Christchurch . See Pg 24
Club Officials
President:
Phil Bradshaw
ph: 563-7368 e: [email protected]
Secretary:
Nik James
[email protected]
Club Captain: Richard Kelly
Treasurer:
Stewart Collinson
Club Meetings
The club has the following scheduled meetings:
2nd Tuesday – Club night (at Vintage car Club
premises 3 Halford Place, Petone)…
every month
3rd Tuesday – Committee meeting (at Petone
Community House, 6 Britannia St, Petone)…
every month
Last Tuesday – Technical committee meeting
(at Petone Community House, 6 Britannia St,
Petone)… as and when required.
Coming Events ............................. 3
A Swarm of VWs .......................... 3
Club Minutes ................................ 4
AMX07, Shaken not Stirred .......... 5
Bobby Darin Dream Car ............... 9
Presidents .................................. 10
Caption Competition .................. 11
It’s All a Matter of Scale ............. 12
Committee Minutes ................... 14
An Early Show ............................ 16
Project Stuff ............................... 18
Melted Battery ........................... 20
Two 5 Speeds ............................. 22
Never Too Many GT40s ............. 24
Should Have Bought Shares in a
Bog Company ............................. 27
Manawatu Wanderings ............. 30
Manfield Redux .......................... 32
Taupo Sportscars ....................... 34
Club Magazine “Spare Parts” is produced monthly from Feb to Dec each year. Contributions
and advertisements are welcome.
Cut-off date for contributions for the club magazine is 6pm on the Friday 11 days prior to
the club meeting. Send contributions to Nik by email: [email protected] or to Secretary
by ordinary mail.
Club Correspondence to:
The Secretary, Constructors Car Club, PO Box 38 573, Wellington Mail Centre, Lower Hutt
5045
Editor: Nik James, phone 04 526 2584, [email protected]
Printing: Vertia, 10 Raroa Cres, Lower Hutt, phone: (04) 570 0355
Design and typesetting: Patrick Harlow, [email protected]
Club bank account:
Bank: Westpac Lower Hutt | Name: Constructors Car Club | Account: 030531 0536795 00
Opinions expressed in this magazine are not necessarily those of the Constructors Car Club
(Inc), the Editor or its officers.
2
Brian Worboys - Club Activities Co-ordinator
Most of 2014 is still in planning mode. Members who want a sneak peak can refer
to the committee minutes on page 27
A swarm of VWs at our December meeting
3
Visitor
Website
No visitors tonight
Scanning and uploading of legacy mags
continues at a great pace. A huge vote
of appreciation is owed to Stephen
O’Neill.
A search facility to address pdfs will be
available within a few weeks.
P Harlow is now a website
administrator,
Future events
See minutes of Committee meeting for
plans in 2014
Treasurer
See treasurers summary from the
anniversary show
General business
President
Phil confirmed the Committee will
finalise club activities for the following 6
months.
There will be a Project Advice Tour in
Feb/Mar 2014.
The members advised NJ that member
Tom Carpenter, the Exocet guy may be
interested in a donor MX5.
Paul Switzer was advised to see Phil
about 105E Anglia parts
Technical question
Guest speakers
Who can help with fabricating alloy
trans tunnel? – Phil Derby is a good
start.
Magazine
N James confirmed that typesetting/
design will be by P Harlow from the Feb
issue.
There may be revisions to the layout.
Cut off for contributions is Friday 31st
Jan at 1800hrs.
4
Mark Holman spoke at length on his
recent trips, and introduced a covetable
selection of car-related books – some of
which are
available for
sale.
T
he clock was
ticking. The car was
painted but still a
lot had to be done
before the big reveal at the
car show in October 2013.
Once the car was back
from the painters all the
tidying up bits had still to
be done. As in all cases
with a home built car it is
the finishing details that
count. It does not matter
what incredible mechanical
things have been done
under the bonnet or how
much it cost to do it, if the car looks
cheap then it loses all credibility.
However if it is a Ferrari which has a
finish that shows the cloth weave
throughout the body or a Pagani Zonda
which holds it’s headlights in with PK
screws then they must be a good cars
because one is called a Ferrari and the
other costs so much.
With the AMX we always knew that
we had to get the details right. Gavin
Knight, the car’s owner, and I were both
of this opinion. The first item we looked
at were the headlight covers. Now
these were always going to be pain to
fit in a manner that hid the screws.
After a bit of thought the decision was
made to hide them in plain sight as was
done with the E Type Jag and Datsun
240Z. When the car was
being painted Gavin
asked the painter to
paint a thick black
edging around the
covers to hide the
fibreglass lip. Once the
screws were in place
thanks to the black
edging they quickly
faded into the
background. The final
bits of mesh were put
into the front and rear
bumpers. With the
badges added to the
5
bonnet and rear the car really started to
pop.
Gavin right from the start had
wanted the Aston Martin emblem to be
used as centres for the mag wheels.
Such was his enthusiasm that he
imported genuine Aston Martin
Vantage wheel centre caps from
England along with a bonnet badge in
the early days of the project. They were
not cheap but deemed to be a worthy
detail for the overall finish of the car.
This was done many months before we
got the mag wheels and sadly when we
tried to fit them it quickly became clear
that it was not going to work as the
wheel centres holes were too big.
A “Plan B” was required. We
investigated machining the centres that
came with the wheels to take the Aston
Martin caps as inserts however the
quality of the plastic was such that they
would shatter once any pressure was
put on them. Plan C came about thanks
Pictures:
Before and
after shots
of the
interior..
LEFT &
BELOW:
The wheels
on the
finished
car.
6
to Malcolm Scotney who
had just finished building
his Almac Clubsprint.
When I saw it at his
house I noticed that he
had “Almac” centres in
his wheels. They were
stickers that had been
made locally by a crowd
called “All Signs &
Stripes” and stuck on the
centres that came with
the wheels.
Going around to see
Darren at “All Stars & Stripes” it took
only seconds to discover that he was a
real petrol head and a hot rodder to
boot. Going into his shed I had to walk
past not one but two Almac Cobras.
Well he wasn’t going to let the wife
drive his was he!!. Under a tarp was an
early Camaro and in his workshop was
his very tasty fully blown hot rod
pickup. People and their sheds. It never
ceases to amaze what I find as I travel
around the country. Where else could
you go and find a Kenworth truck
converted into a barbecue. Clearly
Darren had no issues thinking outside
the box.
On seeing out problem he said
making the stickers would be easy but
perhaps we could use the existing metal
badges on the new centres, Plan D! A
good idea but due to the quality of
Aston Martin glue the badge was
wrecked getting it off. Back to Plan C
but then out of the blue came Plan E.
Darren said that before he tried Plan C
he would have a go at spinning up some
7
metal inserts which could be press
fitted into the wheels and then we
could simply use the original Aston
wheel centres which was and I hope
you have been keeping up Plan A. The
only catch was that somebody had to
tell Gavin that one of his expensive
centres now looked like road kill.
Actually Gavin took it quite well and
went off in search on the Internet for
another centre.
With the spanking new paint job the
upholstery inside the car looked very
second hand. Gavin had been thinking
about getting the seats reupholstered in
leather. He had already gotten Nick
Tretherwey, an upholsterer in Stokes
Valley, to give an estimate on the cost
of doing it. Initially the intention had
been to do it later but with such a good
looking body Gavin decided to bite the
bullet and do it now. The design of the
seats was inspired by the 2012 Aston
Martin Virage. The biggest problem was
the nearness of the show which was
now only a week and a half away. Nick
8
said (bless his cotton socks) that he
would do everything to get the car done
in time so the car was dispatched to
Stokes Valley.
With the wood grain interior in place
the original upholstery would have
looked downright shoddy at the show.
As it was the whole car looked terrific.
Nick did a great job on the seats and
also in using a similar style for the
doors. Unfortunately he had run out of
time and was only able to finish one
door panel by the Friday night of the
show. Still once the car was parked it
was not obvious to the general public.
During the event it drew a lot of
interest. The good car spotters tumbled
to its MX5 heritage by the door catches
but most were surprised to learn that
under that lovely English exterior lurked
a Mazda MX5.
Bibliography
Pictures: Patrick Harlow and Gavin
Knight
When fins were in. What, a blind spot?
Therefore they made the rear roof all glass!
T
his exotic luxury car was built
by Bobby Darin’s friend,
Andrew Di Dia, a Detroit
clothing designer.
It took seven years to build (19531960) at a cost of $93,647 in 1957.
Darin told Di Dia he would buy the car
if he ever “hit it big."
He did and bought the car for
$150,000 (1.5 million today) in 1961.
The car is powered by a 427 highperformance Ford engine with a 125inch wheelbase.
Its metallic red paint was made
with 30 coats of ground diamonds
for sparkle.
Darin donated the car to the St.
Louis Museum of Transportation
in 1970 where it remains.
9
D
uring the January Club
Committee Meeting
brainstormed a range of
ideas for guest speakers,
tech nights and weekend activities, in
an attempt to flesh out the calendar
for the year. Our overall aim remains
to focus primarily on various aspects of
car construction, with a view to
expanding our collective knowledge as
it directly relates to our projects.
That said, some balance is also
required, and we are endeavouring for
some other activities that should be of
interest to most members also. Our aim
is to reconvene at the February
Committee Meeting, to populate the
calendar and develop the detailed
programme for the remainder of the
year.
Currently I’m driving my Leitch Lotus
Seven replica on a daily basis to work,
which I am really enjoying. It is certainly
highlighting the need to address a
number of small issues that have crept
in over time – for example the
convertible top, after 21 years of almost
continual weather exposure and a
distinct lack of TLC, is certainly at the
point where complete replacement is
required.
Likewise the exhaust (which I have
never been happy with) has picked up a
very curious rattle, that sounds like
there is a nut rattling around inside the
muffler (I have no idea what is actually
rattling around, let alone where it came
from, but it can’t be good!), and it is
due a new set of tyres. But, for now, it
drives just fine, and it has WOF and
Rego through April, so my aim is to just
keep enjoying it, and it may well get a
bit of overdue TLC over winter.
10
Despite having a significant summer
holiday, I spent almost all of it working
on the house, with the result that my
car projects didn’t really get a look in.
That said, I did manage to do a little
more online shopping, which has
resulted in a couple of observations.
The first is that it definitely pays to
continually trawl Trade Me. One of the
challenges I face with the Anglia is the
engine wanting to occupy the same
space as the brake and clutch master
cylinders. Lo and behold, a UK made
Burton Power brand reverse mount
pedal assembly with adjustable brake
bias for an Anglia, complete with
master cylinders, appeared on trade
me. I won the auction for $250, which
considering the unit looks largely
unused, and retails for 280 quid, let
alone freight etc from the UK, has got to
be a bargain. So, lesson number one is,
don’t assume that you have to shop
offshore for overseas items.
Reverse cylinder
pedal box: Anglia
105E
Conversely, my second observation
is that eBay, whilst being nowhere near
as user friendly as Trade Me, is your
friend. I managed to buy a number of
small Anglia bits for the heater control
etc for a very reasonable price, that are
not only virtually unobtainable in NZ,
but command extremely high prices
when they are. I have actually been
quite surprised at the relative low cost
of many Anglia parts in the UK
compared to NZ.
That was the good news. The bad
news was they came from a variety of
sellers, some of whom were unwilling
to ship overseas. Fortunately one of the
sellers was willing to consolidate the
items for me, but in reality nothing I
have bought is larger than a small book,
and hence no problem at all to send
through the post, so why people were
point blank unwilling to post them
direct escapes me. Never mind.
So, here we are over a month into
2014 already by the time you read this.
It will be interesting to see where the
various projects aired at February’s
Skite Night are, in terms of progress, by
the end of the year. Can say exactly the
same for my own!
New feature for your amusement. - Caption competition
Dave Bray kindly submitted a series of images depicting some seriously
weird vehicles.
Have some fun examining one of the images each month, and
concocting a caption for it. The caption can either be a serious analysis of
what is going on in the picture, or as frivolous as you like .
Please submit your captions to the Editor for publication in the following
Spare Parts mag.
There will be two awards per month, one for the most plausible caption,
and one for the most amusing.
Here is your challenge for February
11
I
t was the thick end of fifty
years ago when living in Suva
I was the inaugural Chairman
of the Suva Automobile Club –
the car at the time being an Anglia
105E with a few mods like a
Wooler remote gear lever system,
a few ‘thou’ off the head, twin SU
carbs, the then-latest Michelin X
radials, stainless steel exhaust
system, seat belts (then a new
idea) and other simple stuff of
that period. Our events included a Dave with his 1963 Anglia 105E
range of navigation-style rallies,
scratchbuilds were used – my first
including a Rothmans-sponsored 500experience of car building.
miler around the island of Viti Levu on
Over the years, car stuff took a back
coral-surfaced roads which wreaked
seat
to work and family activities until
absolute havoc on the cars’
my
drift
into classic cars with a V8
undersides, as well as sprint events on
Daimler
and eventually the start of the
the main runway at Nadi airport. These
build
of
the
Porsche Speedster replica.
sprints were always on Sundays when
The
rest
–
of
that story as they say – is
the space was available, as in those
history.
days there was little or no commercial
Eventually my 70th birthday came
flying in the Pacific.
along and two of the kids in the family
This was of course in the days
gave the old guy a Scalextric track as a
before television, so other time-filling
present, complete with a Maserati 250F
evening activities than beer-disposal
were needed, and a group of us also got and a Vanwall V4. This had some use at
the time then, as often happens, it was
into indoor motor sport of a different
shelved only to emerge on odd
nd
sort – in 1:32 scale, commonly known
occasions – until I happened to come
as Scalextric. A good mixture of
across a (Spanish-made) slot car model
commercially-made cars and
of a Jaguar XK120 in
BRG, much like the
second of the full scale
component cars we
had by then put
together.
This gave rise to the
idea of getting hold of
a Porsche Speedster
Old fashioned slot car
racing
12
model to go with the 1:1 scale job we
If you would like to have run, just for
have in the garage. Chasing a body shell the hell of it – call me. I’m sure I can
for this led me – via a specialised model
find you a car to have a go with.
shop in Hawkes Bay – to a local group of
slot racers, the king pin of which lives
only a couple of hundred yards down
the road from our place, and who has a
large track in his basement.
Needless to say, contact was made
and I now seem to be back in this small
scale form of racing and totally
impressed by the improvements in
technology and quality that have
happened in the intervening years. A
Porsche 550 Spyder - James Dean,
track has been built in my man-cave,
complete with cigarette
more cars have been acquired and I’m
now part of a friendly-competitive
group which races several classes of
vehicles on a more-or-less monthly
basis at one another’s homes.
Interestingly, it emerges that I am
not the only Constructors Car Club
member playing this game. I should
probably leave it to others to ‘out’
themselves, but if you need to talk to
someone else about this small scale
stuff perhaps I can suggest that either
John Cumming or Stewart Collinson
might be able to help you.
Aston-Martin DBR9 and Saleen S7
Passing over
the local VW
dealership
13
Coordination of Club events for
2014
 N James to liaise with B Cummins on
Barbie and provisions for Skite night.
Budget of $150 approved by S
Collinson .
 S Collinson will find a guest speaker
on Spark plugs
 S O’Neill will be asked to deliver a
club night presentation of his choice
 R Kelly will be asked by N James to
research “vinyl wraps” for a tech
visit.
 B Worboys will research club night
speaker(s) on dry sumping
 S Collinson will research getting a
time attack vehicle (Ron Robertson
may be able to track one down)
 N James will contact Allan Blundell
on his No8 Jaguar Special for a club
night (or visit)
 P Bradshaw will take the lead on a
Project Advice Tour for 23rd Feb
 N James will take the lead on a tour
of Vintage Machinery Club for Nov
 B Hanaray will research activities in
Blenheim for a proposed week end
tour provisionally mid-year
 P Bradshaw will research availability
of Vintage Aviator display and
SAFAIR
 P Bradshaw will research feasibility
of a visit to Peter Jackson’s toys at
Masterton
 B Hanaray will research an executive
trip to Bathurst in 2015
 N James will ask D Bray to research a
midwinter dinner in June/July
 N James will research a grass
gymkhana at Trentham for March
April
 P Bradshaw will research a Shed raid
for July August
14
 P Bradshaw will organise another
project advice tour in June
 P Bradshaw will find a guest car for
March at the Feb skite night
 S Collinson will see Eion Abernathy
about getting his Speedster for April
guest car
 Tech visits
 Gavin Bateman (action S
Collinson)
 Dave Beazer (action P
Bradshaw)
 Diesel and Turbo (action N
James)
 Kerry Lindsay (action N
James)
 Bettany’s Gear cutting (action
R Hartley)
 Shox Kev Richards (action
Brian Hanaray)
AGENDA ITEM 3 - Proposals for
webpage development (NJ)
The following seven development
proposals were tabled and approved.
They have been discussed with
Rainbow.
 An enhancement to enable Google
style search of the text in legacy
magazine files
 Rainbow will develop and
provide this for a maximum oneoff cost of 3 development hours
(ref Jeff Simmons at Rainbow)
 A facility to enable multiple uploads
of images and pdfs
provide this at no
cost to CCC (ref
Jeff Simmons
at Rainbow)
 A reduction of
the size of the
“pink boxes”




displayed when drilling down the
menu structure
provide this at no cost to CCC (ref
Jeff Simmons at Rainbow)
A facility to change/redesign the
header images and text
 This already exists and will be
made available by Rainbow to
nominated WS administrators.
Training will be provided. All at
no cost to CCC. (ref Jeff Simmons
at Rainbow)
Enable the (previously ineffective)
“style” and “para” functions on the
“edit a story” page.
 This has been rectified by
Rainbow at no cost to CCC
(verified by N James)
Provide a facility to enable resequencing of displayed pdfs on a
page
 An interim facility has been
provided (verified OK by NJ).
Rainbow will work on a more
elegant solution. All at no cost to
CCC. (ref Jeff Simmons at
Rainbow)
Provide a facility where members
can view and edit their own
grouping indicators in their
membership details
provide this at no cost to CCC (ref
Jeff Simmons at Rainbow)
AGENDA ITEM 4 - Treasurer
report (SC)
 S Collinson to prepare a complete
financial presentation for Feb club
night
 S Collinson to check with MED that
the constitution amendment was
lodged with appropriate authorities
 S Collinson to prepare a breakdown
of the Show expenditure, for
publishing in Feb Spare Parts
 S Collinson to make agreed donation
to Free Ambulance
 S Collinson to progress nomination
of N James as additional signee for
the Club
AGENDA ITEM 5 – Other
business
 The committee agreed that more
control is required over the
inventory owned by the club.
 P Bradshaw will invite volunteers
from the full committee for a
new position of Club Inventory
Manager (CIM).
 The CIM duties will include
 establish a full list of the items
that comprise the CCC inventory,
 the quantity, disposition, value
and responsible “holder” of the
items.
 The CIM will not physically store
inventory but must be kept
aware of changes to the records.
 The committee agreed that all Club
keys will need to be tabled at Feb
clubnight.
 A master set will be established
and all key holders identified.
These details will be maintained
by the CIM.
 The committee agreed that
provision of funds for prizes for tool
of the month and for the raffle will
remain within the current
boundaries
 The committee agreed that 20 of
Patrick’s books will be purchased at
retail cost of $50ea, for presentation
to guest speakers at clubnight.
Typically only one book will be
presented per occasion – this ruling
may be waived at the discretion of
the President.
Nik James
Secretary
15
T
he picture above is of our first
invited show that was held at
Trentham Memorial park in
February of 1989 and was
called Upper Hutt Summerfest. The
cars shown are actually only about a
hundred metres from where we used
to hold our annual grass motokhana.
Being a small club at the time it was
hard to muster mobile cars as most
were still under construction. The cars
shown are from left to right.
Unfinished Urba Car of Roy Hoare, the
16
The cars are from left to right: unfinished
Urba Car, NG and Tri-Magnum.
People from Left to right: Roy Hoare, Derrick
Halford, Randolf Jones and Jim Symes
NG borrowed from a friend by Derrick
Halford and my first project car a three
wheeler called a Tri-Magnum owned
by myself and Ian Carswell. Not shown
but further to the right were the Almac
TC’s of Randolf Jones and the late Jim
Symes. The people standing on the hill
are also from left to right are Roy
Hoare, Derick Halford,
Randolf Jones and Jim
Symes.
The Urba Car was
eventually finished and
competed in many
successful club events
before succumbing to age
and retirement at the
Wainuiomata tip.
The NG has now been
sold and vanished into the
ether while the TriMagnum has passed
through many hands. At
one stage it was
rediscovered at the Lower Hutt tip
and shortly after appeared in
Wainuiomata. From Wainuiomata it
found its way to Opunake. Four years
ago it was spotted on Trade Me and
was being sold by an Auckland owner.
At that stage very little had been
done to it and it was more or less in
the same state it was in when Ian and
Patrick owned it.
Randolf still owns the Almac TC but
is no longer a member of the club. After
Jims death his Almac TC was sold and
has also vanished into the ether. Both
of these cars were based on a Triumph
Herald chassis.
Roy Hoare has since built a Heron
2+2 and an Almac TG both of which he
still owns.
Derrick built an Almac TC and
started building an Almac Sabre but it
was never completed.
Patrick has since built an Almac
Sabre which he still owns and recently
completed a MX5 based car called an
AMX07. The sign shown is the clubs first
logo and was designed on the back of a
cigarette packet by Derrick Halford.
Above: The Urba Car in its glory days.
Both the Tri-Magnum and the Urba Car
were built from plans obtained from
Quincy Lynn in America and these plans
can still be purchased from their website
From then until now
Below: Two other cars built by Roy Hoare
since then, The Almac TG (2003) and the
Heron 2+2 (2000)
Below: Almac TC (1991) built by
Derrick Halford
Below: The two cars built by Patrick
Harlow, The Almac Sabre (1997) and the
AMX07 (2013) owned by Gavin Knight.
17
I
awoke one
morning with a very
clear epiphany,
crashing a
motorcycle at speed on
a racetrack was a short
road to
nowhere...Hmmm new
project, follow the steps
of my father and build a
car...how hard can that
be?
There was lots to
choose from,
Lamborghini's,
GT40's...$$$$$. Decided
The photo's show my car
(bottom), and my fathers
car (above and left), that's
me sitting behind the
wheel, mid 60's I think.
Dads car had a T100 triumph engine in the rear
with a four speed box and
electric start, all the body
work was done by hand
with a hammer and dolly.
He used it as a daily driver
for about 5 years.
to start with a
considerably
simpler design,
Lotus 7 type, still
one of my
favourites, a good
place to start and
learn about
automotive design.
At this point I
decided that this
car was going to be
18
relatively conservative, Escort diff with
drums, Cortina uprights with standard
discs, dual master cylinders with a
balance bar. Where possible I have
made as much as I can. All the brackets
were hacksawed filed and bent by
hand. The aluminium body work also
undertaken by me, got to use my
favourite tools Clecko's, the upholstery
was a serious bit of work, definitely not
a master of that trade...it was
interesting learning about
sewing machines.
Once I had started the
design process I had to
commit to sourcing major
parts for the project, then
buying said parts to finish
the design. In between
design work, was a lot of
hours reading about
suspension and steering
design principals. Once the
design was finished, design
approval was sought
through the club and subsequently
issued and stamped by LVVTA.
The build was straight forward, the
weld scrut took quite some time to get
and once the car was driveable it was
taken to Julian Cheer twice, once for an
inspection, a short list of Items to
remedy then back for the final
inspection and registration.
A remarkably easy process. Ensuring
good engineering practice and
adherence to the required
specifications from the Hobby Car
Manual is critical to a good result.
The car has been on the road for a
year and until recently not quite
finished, it has taken a good deal of
effort to get the last few items finished.
The car drives very well, very neutral
handling, it has bags of get up and go
weighs in at 560 kg wet, cost around
$12K. I am very pleased with the result.
19
This is an Email I received from my
no3 son about a charging problem in
the Trueno
H
i Dad. I have destroyed a 4
month old car battery (well
motorbike battery), it over
heated and expanded.
I thought originally it was because I
found it dead flat the other
night, which turned out to be because
the brake light switch had stuck on
overnight (fixed now). I jump started it
and went for a drive to
charge it up, turn into a
drive out to Titahi Bay,
back over Haywards,
through Lower Hutt, over
to Wainui Hill, along Coast
Road to the beach, turn
around and came back via
Ngauranga. Got home
about 12pm to find that
the battery was visibly
warped.
I thought it must have
been because it should have been slow
charged from flat, which is gay.
But I swapped in the old battery to
test it out and found that it is massively
over charging, like 18v+ which makes
the dash warning light come on. But
20
with the headlights on it draws enough
power to drop the voltage just enough
to stop the warning light. Which
explains why I didn't see it on the long
night drive.
On previous drives there was no
issue so the first thing I thought was
that the Voltage Regulator in the
alternator must have failed. So took one
out of a spare alternator (which has a
broken pulley, it was from that
Gunmetal grey supercharged Corolla I
had for a while). It was a perfect fit, it’s
a PITA job to remove the
alternator because it’s on the
back of the engine meaning
everything is in the way.
Hours later, started it up and
instantly getting 18v+.
So thought that I'm just
unlucky and it’s another dud
voltage regulator.
Luckily it turns out that
Toyota uses a universal
regulator on 4A alternators,
even though there are many
variations of alternator
frame/mounts.
Which meant that surely a 3rd
voltage regulator will solve the
problem.
Nope still overcharging and now
running rough.
Much googling and everything says it
has to be the voltage regulator.
But I’ve tried 3 and I know 2 of them
have been fine on other cars.
Late last night I remove the
alternator thinking I need to get
it looked at and rebuilt ASAP else I will
run out of time to run it in ready for
retuning next Tuesday. It’s NEVER
easy…
Since it was off and on the bench I
found that one of the spare alternators
has the same housing but missing bits. I
thought that maybe there is something
wrong with the internals other than the
regulator, I didn’t think so because
everything points to the regulator
(especially since it is happily producing
power).
Anyway, swapped good bits onto the
other one and fitted it, by this time it
was 11pm and Andrea was well asleep.
Quickly started it up and it appears to
be stable!!! I had to shut it off since
Andrea was likely now awake and laser
eyeing through the floor.
Auto Electrician on Toyspeed reckons
that the rotor must have shorted and
the regulator can't control the voltage.
About 8 hrs to get that sorted. I will
test it out tonight and REALLY hope it is
ok.
21
T
his is a bit of a loose tale of
two 5 speeds; some may even
say “feature creep”. You see, I
had wrecked a Mk5 2.3V6
Cortina auto for all the necessary
components for my JBA Falcon replica
and, after an embarrassing 7 years,
was quite content with the direction it
was taking. However, a year or so
back, I got to thinking I needed to
future proof my build. So with that in
mind, I started to wonder about what
I’d need if I replaced the auto box with
something more manual.
First thing, the pedal box needed to
now incorporate a clutch pedal. No
problem I thought, find a good Cortina
pedal box and we’re done. Well, what a
mission…..long story short, I managed
to assemble a serviceable pedal box
from as many different places as there
are parts to a pedal box. On the up side
as it turned out, I found that the MK5
pedal box would most likely have failed
the scrut.
I was talking to one of the guys at
work about what I was trying to do and
he told me of someone he knew who
had two Sierra type 9 5 speeds. The
thing was, he was selling them as a pair.
Again, long story short; I bought them
both. I sold one on Trade-me and got
Cortina 4 speed gearbox
22
most of my money back.
While all this buying and selling of
type 9 gearboxes is going on I found a
late model Ford Sierra up at pick-a-part
complete with MT75 5 speed gearbox
which I managed to get out without too
much bother.
Home again and it didn’t matter
which way I tried to match either of
these gearboxes up to the V6 engine
they were going to be a night mare to
fit.
Anyway, after much soul searching
and discussions had during a club
garage tour, I decided the best way out
was to replace the aging V6/auto
combo with something a tad more
modern and maybe with a few less
cylinders.
Such a great thing is the power of
the internet. After much googling;
keeping in mind I wanted to continue to
use Euro Ford components, I found that
in jolly ol’ England, they’ve found that
UK Ford has retained the same bell
housing bolt pattern in all their Euro
built 4 cylinder overhead valve engines
pretty much to current day. I also found
that they’re repowering classic Fords
with the twin cam Zetec engine from
the Mondeo or late model Escort.
Suffice to, I took the easy road with
finding an engine and went straight to
the Ford wrecker here in the Hutt. I
bought an
1800 engine,
wiring and
ECU all out of
a 1998 Escort.
I chose this
engine
because the
water pump
runs the right
Sierra 5 speed gearbox
way and the flywheel is not the dual
mass type and fits the bell housing.
With what I had, the type 9 gearbox
was going to the easier of the two to fit.
Long story short, I had the flywheel redrilled for the Sierra clutch and, as the
crank is pre-drilled, I fitted the Sierra
pilot bearing.
Now with the engine and gearbox
mounted in the car, I turned my
attention to how to get fuel into it. The
intake manifold was a big plastic rams
horn of a thing and quite frankly looked
ugly as, not to mention interfering with
the steering shaft. During my early
googling, I’d read that some guys had
fitted the engine with a 32/36 Weber, in
fact there were even intake manifolds
available. Great I thought – I’ll do that.
So, long story short, I got a Weber and
an intake manifold from a pre-cross
flow engine through Trade-me. I made
an adapter plate from a piece of 20mm
thick aluminum plate which I’d had
water jet cut to shape.
The ignition has been a bit of a trick
as the engine uses an Electronic
distributor-less ignition system (EDIS).
The EDIS module has enough firmware
in it to run the engine from its limphome mode. Later on I’ll use a Mega
Jolt controller which I’ve had modified
to take a MAP sensor. In the mean time
the engine starts and runs quite happily
on the EDIS unit and it’s quite a buzz, to
have an engine in the car after all this
time, that lives…
Picture of a 1998 Ford Escort Motor.
Bibliography
Gearbox pictures sourced from E-Bay
Motor picture sourced from
autopartsfair.com
23
Lim has always been a GT40 fan. So much so that he has been building a scratch
built version for many years in Christchurch. During 2013 he had the opportunity to
go to the Goodwood Revival festival in England. He does not believe there is such a
thing as too many GT40s. All 41 GT40s at this show were the real McCoy
More of these pictures can be viewed on the club website.
Since 1960, Henry Ford II wanted to have a Ford race at Le Mans. After dealings
with Ferrari fell through, Ford decided to produce his own car and began negotiations with Lola Cars. The agreement between the two called for a yearlong collaboration that included the sale of two Lola MK 6 chassis to Ford. Soon after Ford
hired ex-Aston Martin team manager John Wyer to work with Ford Motor Co. engineer Roy Lunn on what was to become the Ford GT.
24
The original GT40 and MK1,
designed by Lunn, was prepared
at the specially established, Ford
Advanced Vehicles in the UK.
Abbey Panels constructed the
advanced monocoque chassis and
the drive train finally chosen was
the 289 Ford V8 mated to a Coletti transaxle. During it’s history
a variety of Ford engines and
even a ZF transaxle were used.
25
Although they were not successful at
LeMans in 64 or 65, their obvious potential led
Ford to continue racing them and in 1966 Ford
and the MKII made American racing history
with a dominating one, two, and three finish over Ferrari at Le Mans.
After Ford stopped racing privateer teams continued racing and winning with
GT 40’s all over the world including two more LeMans events in 1998 and 1999
GT40 history from: www.gt40spf.com/gt40-history.aspx
26
O
ne of the best things about
the Car Show in October last
year was something I hadn’t
really considered. Sure, it
was great to have so many interesting
cars on one place and show them off to
the public, but what I really enjoyed
was meeting so many clever, generous,
interesting, innovative and resourceful
“can-do” people from all over the
country.
In this narcissistic age, the fact that
so many people took the time, expense
and effort to bring their cars from far
afield made for a pretty special event.
After the show, I was feeling pretty
inspired and decided to tackle
something big on my Matterati project.
I had been a bit nervous about making
the nosecone, as it would be a big job
and easy for it to end up looking notquite-right. The nosecone sets the
whole “expression” of the car, so I
wanted it to be perfect. Also, I couldn’t
really figure out the radiator
dimensions without knowing how big
the space for it would be. It was time to
Grille opening shape and rear curve
established with a wooden frame
clamped to the chassis to locate them.
have a crack at a nosecone.
Initially, I thought I could get an
Almac Clubsprint nosecone from Alex
and chop it about to suit. By chance, it
would have been pretty easy to make it
fit, but the shape is just too reminiscent
of a Lotus 7, which is not the look I’m
going for. The best option was to start
from scratch.
I wanted to carry the curve of the
dashboard forward to the nose, so
various templates were made from
cardboard and MDF until I was happy
with the shape. With the help of
Russell’s Shrinker/Stretcher, I made this
shape out of an L-section piece of panel
steel and clamped it to the chassis. This
would form the back edge of the
nosecone and would make the bonnet
slope downwards from the scuttle at
about 4 degrees, just clearing the intake
plenum. From this, I made a simple
wood frame to hold the metal hoop in
place and provide something for the
forward most part of the nosecone to
attach to.
My car is inspired by a car built in
the states in the 1950’s with a
distinctive bluff, gaping grille called the
“Troy”. I found a low-angle, front-on
photo of the Troy and traced the shape
of the grille opening, scaled it up to the
exact width I needed to suit my car and
traced onto to a piece of plywood. To
make the front lip, I used some 22mm
flexible PVC plumbing tube and bent it
around the plywood shape, screwing it
in place. I packed the tube out from the
ply at the bottom and a little more at
the top to give it a slight “fish-mouth”
shape. This was attached to the wooden
frame, and all of a sudden, I had the
basic outline of my nosecone. Initially, I
27
mounted the grille a bit high, but after
some time spent moving it up and down
and tilting it in a bit at the bottom, I got
it looking “right”. Small changes made a
big difference to the aesthetics of the
car.
Throughout my build, one thing I
have found constantly useful is lengths
of fibreglass rod (approx. 3.5mm in
diameter) that are used as stiffeners in
roman blinds and sold at places like
Spotlight. They are stiff but flexible.
When you bend them, they always
springs back straight, unlike wire, which
holds a bend.
Old pantyhose stretched over the
fibreglass rods and stapled in place.
place with staples, pins and cuss-words.
Over this, I put a couple of
layers of fibreglass mat and
resin, leaving a strong, stiff
surface.
The shape still needed some
work and the part-tin of bog
I had lying around at home
disappeared quickly. I
bought a 2-litre can from
Bunnings and made short
work of that. The 3-litre can I
bought next didn’t last long
Fibreglass rods create a smooth curve from the
either. I suppose that’s one
opening of the nosecone, back to the bonnet. An old way to turn money into
curtain track mimics the bonnet line
pretty-coloured cheesegratings on the garage floor.
I drilled a series of opposing holes
With further, more judicious
around the front and rear edges of the
applications of bog and more
nosecone at equal intervals, then ran
surfoming, the nosecone plug surface
short lengths of fibreglass rod between
and curves became smoother.
the two. A final piece went
At the time of writing, I am
perpendicular to the others, from one
continuing to bog and sand (and bog
side of the nosecone to the other,
and sand…) the plug to make it
helping to hold the shorter lengths in
smoother, as well as subtly tweaking
alignment. On the underside of the
the shape. Cardboard templates are
chassis, I attached pieces of wood to
used to ensure it is relatively
locate the rear-most ends of the rods.
symmetrical. The next step will be to
My wife kindly donated a couple of
add a flange to the rear edge of the
retired pairs of pantyhose, which I cut
nosecone, so a bonnet panel can sit
up and stretched over the wood and
flush with the nose. I also want to add
fibreglass frame. These were held in
an indicator mount. I’m hoping that
28
with enough patience, I can get the
surface flat enough. Failing that, I may
have to employ the services of a
panelbeater for the finishing and
painting.
After that, I can take a mould, then
make the final nosecone from that
mould. If everything goes to plan, that
will be the subject of a future article.
I’m not claiming that this is the right
way to make a nosecone. It certainly
isn’t the cheapest, but it seems to have
got me the desired result so far.
In the mean time, my wife has
signed me up for several weekends of
home maintenance. The nosecone
might have to wait a little bit longer.
A single layer of fibreglass mat applied
over the pantyhose and more fibreglass
rods forming the shape of the underside
of the nosecone. The front of the chassis
is up on axle stands with the suspension
arms removed for ease of access.
A first (generous) application of bog.
The nosecone ready to be moulded
29
L
ate in January, I went up to
transmission always reminds me of a
Palmerston North to do a car
boat, with the distinct burble from the
swap of sorts. For several years I exhausts and apparent detachment of
have had (like many club
the engine revs from the wheels. The
members) 2 or more cars.
big "boy racer" exhausts are hugely
Unfortunately, 2 cars and only one
quieter since I made the flow nozzles
single garage creates a space problem,
for the back, but still give a nice sound.
so one car was usually hidden away
After a few hours of driving around,
under a cover in a remote
mostly in town, it was time to turn back
carpark where I used to work. In early
into a pumpkin. This time, with a new
2013 I moved my Fairlady up to Palmy
nylon cover under the old one, and the
and stored it under an oak tree, with a
tarp on top = 3 covers.
nylon cover and tarp to keep off the
My intention was to get it back on
leaves, rain, bird droppings etc. Soon
the road before Christmas, but time
after, the rego ran out and I decided to
flies and it was not until late January
de-register the car for 7 months over
that it saw the light of day again- luckily
the winter. November came around
I had disconnected the battery,
and I put the charged battery back in. I
otherwise phantom loads will flatten it
thought it might need to turn over for
completely in 3-4 weeks, from
a few seconds (as per the old
experience. I decided to do a "swap", so
carburetted cars I am used to), so was
drove my Primera -which is a good,
a bit surprised when it fired up
competent car, but definitely not in the
instantly, after 10 months off the road:
sporting category- up to Palmy late one
the wonders of modern fuel injection
evening. The next day, the Fairlady was
systems, without float bowls and
running again (this time it took a few
breather tubes!
seconds to start) and I took the Primera
Five minutes later I had it booked
for one last trip to the Red Shed for a
into the local Nissan agency and a few
12' x 20' (ie 3.66m x 6.1m) tarp and to
hours later, after they had to fit new
the supermarket. Parked up under the
rear brake pads and skim
the discs, it had a shiny
new warrant of fitness.
Eight months rego and
with the tyre pressures
tweaked (all needed a few
extra psi), and I had a tidy,
sweet-performing car
again (I call it a semiclassic). One thing a 300ZX
Fairlady does nicely is
going around corners,
probably something to do City Square: Most people who visit Palmerston North
with the 4-wheel steering. either like the place or don't like it: there doesn't seem
Also, the auto
to be much of a middle ground.
30
oak tree with battery disconnected, I
spent more than 1 1/2 hours quietly
and carefully fitting 4 covers: the new
and old nylon then the new and old
blue tarps, to give best protection to
the body and minimum weathering to
the covers.
Intention was to drive back to Lower
Hutt fairly early next morning, but I
went for a long-ish walk around sunrise
then left things a bit late. With petrol
and air added, I was reminded that the
Fairlady is a bit hot to drive on a sunny
day, even with the air conditioner on or
windows down, as the windows are big
and set up to trap the sun: a Nissan
mobile glasshouse. So I found a shady
park and spent most of the day in town.
Having grown up there when I was
young (younger!), I have since
discovered that most people who visit
Palmerston North either like the place
or don't like it: there doesn't seem to be
much of a middle ground. John Clees (of
Monty Python fame) was there about 5
years ago and made some very
uncomplimentary remarks about his
experiences there. (No sense of humour
or taste, perhaps?).
Walking along Cuba street, I noticed
a rather vintage-looking, Jaguar-looking
dark green sports car half-hidden
behind a bush, so crossed over the road
for a closer look. Sure enough, it was a
Swallow, with Constructors Car Club
written on the rego card on the
windscreen. After hanging around for a
minute or 2, I was starting to walk
away, when the owner turned up: Noel
Cheetham. Talked for 10-15 minutes
about various things, including the
Swallow, then we headed off in our own
directions. Swallow is a very goodlooking car, I said he should try to bring
it down for the Skite Night in Feb.
For the first time during the several
years I have had it, the Fairlady is now
Fitzherbert St. entrance to the city
my "Daily Driver" car, instead of being
the one you take out for the odd day or
2. There is no towbar so hopefully I
won't be urgently needing to tow a
trailer in the next few months. One
thing to be a bit careful of inside,
especially when getting in or out, is to
not bang your head on the side of the
cabin (latch for the removable T-roof
sections is hard) or on the canoe in the
centre of the roof (which holds the
interior lights and is the main structure
of the T roof, and is also hard).
For years, I have been a dyed-in-thewool greenie (a bit milder in recent
years) but now have high-powered
vehicles only. Seems this is the easiest
path to follow if you "go with the flow",
buying other peoples previous pride
and joy machines. They are good quality
and very nice to have, if a bit thirsty on
the gas.
Now, to get on with that new garage
I have been putting off.
31
I
was one of a handful of CCC
members who enjoyed the MG Car
Club Driver Training Day. Many
thanks to Club and Ron Robertson
for the invite to this well run event.
The weather was hot, 24o, cloudy,
with intermittent earthquakes. Quite a
contrast from the deluge of September
2013.
I apologise for not having a story
about the members and cars that were
present. I was concentrating on giving
the RSK a good work out and was either
circulating or fixing things that broke.
My son, Nick, and I drove the RSK for
dozens of laps at good speed, with
vigorous cornering.
It passed its biggest test - there was
no overheating despite the hot ambient
conditions. I was worried, as the RSK
only has a letterbox for a radiator
opening and a full under-tray, so hot air
has to flow out through the wheel
arches. I believe I’m getting a payoff for
my efforts to fully duct the radiator with
guide vanes to help airflow.
A heavier anti-roll bar and removal
of 8mm wheel spacers has pretty well
32
cured the
problem of the
body rolling on
to the front
tyres
discovered at
its last outing.
However, we
broke the gear
change cable
again (out with
the vice grips)
and blew the
intercooler
hose three
times at full
boost. All easy fixes on the day and the
majority of the time we used half boost
with no problems.
Track testing produced a list of fixes
for certification - not terribly serious
though:
 Fix the damn intercooler hose
and add better cooling for the
intercooler radiator which got
too hot to touch. A fan?
 Raise the front ride height
(currently 93mm) slightly to cure
any hints of body rub - there was
a tell tale on the right front tyre.
This will also make the car more
roadable. It’s currently a chore to
load on to trailers and ramps,
and speed humps will surely gut
the sump. The VW front end is
easy to adjust by fitting a PUMA
ratchet adjuster and cranking the
torsion bars by a couple of
degrees.
 Free play in the steering box to
be fine-tuned – it’s not centred
properly.
 The speedo still doesn’t work.
And I can now lock in the suspension
mounting.
The car tracked well and stuck
corners like a limpet. I see there are
three possible reason for its good
behaviour: (a) I’d designed it right (has
ha, very unlikely, reading about Colin
Chapman hasn’t made me Colin
Chapman!); OR (b) I’m very lucky (why
not Lotto then?) ; OR (c) the truth, as
Brian W said a while ago, is that as a
rank amateur I just won’t have the feel
in my bum to know what’s good or bad.
The car sits low, on good wide tyres,
has a mid-engine dynamic, and most
Manfeild corners are banked. As a
result, it handles, grips and corners
better than any car I've ever driven. So
I haven’t got a frame of reference to
say whether any changes I make are
good, bad or better. I can only say it’s
better than the doughy family Mitsi.
My sense is the car doesn’t have
much understeer - it pulls into corners
well and the steering weight loads up as
the front wheels bite. There is a mild
sense of the rear pulling the car around
the corner which suggests it’s a bit over
steery - logical with all that weight at
the back.
There were no issues on trailing
throttle and it shrugged off the odd
clumsy gear change rear wheel lockup.
Floor the throttle on exit and the car
makes like a gorilla, it just squats and
goes. Acceleration is significant.
I bravely took it out in a ‘third’
session. I was followed though pit lane
by the wildest Skyline I’ve ever seen. It
was in full time attack dress, with
straked diffuser venturis, multi-element
wing and fins over the roof. The maw of
a grille looked like it wanted to eat my
poor little RSK, which promptly blew an
intercooler hose as a form of self
protection. I returned to the pits dignity
shredded
There proved to be an interesting
contrast in driving styles between me
and my son. I'm slow in, power out.
Nick goes in fast and relies on grip to
get it round. I think this is the difference
between those of us who grew up on
rear wheel drive and the new front
wheel drive generation. Poor Nick
suffered with me asking him to slow
down. He’s a very good driver with an
eye for finding the right line. However,
little did Nick know I’d lost my glasses
pulling my goggles down and spend a
hectic two laps trying to find them.
I don't think I'll try flick over steer in
this car like my old Escort - there's just
too much grip. What made me feel like
Ari Vatanen in the Escort safely at
30mph will happen in the RSK quickly at
70 – goodbye Ari, hello Charlie Chump.
33
T
he CCC was represented at the
Tasman Revival Taupo round
of the NZ Sportscar
Championship my
myself, John Mines and Mark Galvin,
with Dave Beazer lining up in his pretty
S4 7 in another of the groups. on the
11th and 12th of January. It was my
first outing in the Radical SR3 at this
track. I've done plenty of laps around
the short old track in my 7 and a
Formula Challenge, but my only time
around the long track has been in Iain
Atkinson's 944 Targa car. It was quite a
steep learning curve for me on Friday
practise.
The track is VERY different to
Manfeild and Hampton Down with a lot
less grip thanks to the pumice dust that
blows onto the rack, not to mention the
scoria that fills the traps trackside. A big
thanks to Daryl Cooley and Peter Z. for
his help on the Friday as I hunted for a
setup that would work. I did get a huge
number of laps in though; about twice
what I would do over the Saturday and
Sunday of the race weekend, so the
TerraFX on full song.
track was being learned. My data logger
was proving extremely useful for
feedback, which was important as I
didn't have any similar performance
cars on track to gauge myself against.
John had some bad luck with a
suspension failure that then broke his
left drive shaft. Thanks fully a
replacement was on the way to him for
the next days' racing. Dave Beazer also
had trouble with an ailing gearbox and
took no further part in the weekend's
on track entertainment. My best time
on the practise day was 1:35.4. Thanks
to ever slipperier track conditions over
the weekend, that would stay as my
fastest lap.
Saturday was hot. No, make that
HOT! The field of sportscars had halved
overnight with a couple of drivers not
arriving, some braking down and a
further two moving to a slower event
after seeing the super quick lap times
the majority of the field was posting. To
give you some idea, I was well inside
both the Formula Ford and NZV8
records, and I'm midfield! The smaller
field was a brace of Juno's, the TerraFX,
a Radical SR3RS 1500 driven by
newcomer to Sportscars, but extremely
experienced race driver, Alistair
Wootten, the Radical Clubsport, John
Mines in JRM3 and myself.
Sportscars all in a row
34
It's about to get interesting as the car to the left comes back onto the track.
Lots of water was needed and some
further car setup changes to help keep
everything settled Nathan and Ian and
arrived overnight to crew and Elton
Goonan of Formula Challenge was on
hand with some local knowledge. The
car was sitting too high, so we dropped
it before the first race. This didn't make
any difference, but should be a big step
forward once I get my rear defuser onto
the car. There was only qualifying and
one race, so not much tracktime, but
the eight laps of the race felt pretty
good under a clear blue sky. John had
some more bad luck in this one when
an oil line sprayed onto his exhaust.
John dealt with this himself trackside,
and was able to sort things out for the
next day.
Sunday was overcast and a bit
drizzly, so everyone was making sure
their wets were ready if called upon,
but the rain stayed away. I was chasing
Kevin Addington's Radical Cubsport
powered by a turbo charged Kawasaki
1300 when he had a big moment and
headed off track on the left before
coming back on track almost driving
into the side of me on the way through.
That was close. The rest of the race was
pretty OK with John Mine chasing me
down hard after I ran wide on the first
corner but I managed to hang on in
front.
Sunday had a sad note to it with the
second visit to the track over the
weekend for the local rescue helicopter
following a nasty crash on the Saturday
by a MG and Sunday for a historic
Formula Ford driver that was taken out
and turned turtle. It's sobering to see a
fellow competitor badly hurt and it does
bring reflection that what we choose to
do is not without risk.
The last race of the weekend was a
handicap start. The feild was lead away
by a 2000's era Formula Ford and a
Formula Holden that were in our races
under the Formula Libre umbrella. It's
pretty weird feeling to pull up for a
reverse grid start and see formula cars
in front of you! I guess this gives a really
good insight into just how fast the
Sportscars have gotten in this country.
The dominating Junos were starting
from well back and John and I, on paper
at least, were on with a chance of a 1-2
finish if we got on with it straight off the
line, which we did. It's great being on
track with John as I can be certain he
35
wont do anything crazy, plus his advice
in invaluable. I'm not sure if he'll
appreciate this, but seeing him in my
mirrors, rather than zooming away from
me was quite a moment. It makes me
feel like I'm learning the craft slowly,
but surely.
Dean beached the black Juno,
bringing out the safety car and
compressing the field right up. The
restart saw me passed by the quicker
guys the first time we came to the back SR3 and JRM3
straight, leaving me following John
sitting off on the infield for a second
closely. I was determined not to brake
time for a good finish a couple of laps
until I had seen John throw out the
later. The highlight had to be drafting
anchors the next time down the long
the Formula Holden down the long
stretch. And almost followed John
straights and driving underneath it into
down the escape road when he went to
the first corner. What a feeling!
deep , and then passed Dean's Juno
There's some in car video on my
YouTube Channel youtube.com/
richard7k (race 2 1:20 in is the bit
you want to see) and some pics
available at http://tinyurl.com/
taupo-RK.
The next stop on the sportscar
calendar is Hampton Downs 1516 February, come and say hello
if you are there!
Thanks again to Nathan Head,
Iain Atkinson, Daryl Cooley and
Elton Goonan for your help over
the weekend, and to Atomise
Limited, UPS Power Solutions,
JMR Storage and Wilford
Motorsport for their support.
36

spare parts - Constructors Car Club

Transcription

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