spare parts i - Constructors Car Club

SPARE PARTS
Decem ber 2002
I
The Magazine of the Constructors Car Club (Inc)
http://www.constructorscarclub.org .nz
The Magazine ofthe
Constructors Car Club Inc
On the Cover:
GRDOO
See page 23
Club Officials
Barnicol Engineering
for all mechanical engineering
December 2002
Issue 11 Volume 15
In This Issue
President:
Jon Loar
Secretary:
Dave Clout
Club Captain:
Brian Worboys
Treasurer:
Steve Strain
Club Meetings
172 Eastern HuH Road
Ph 939 2276'
(opposite Taita Station)
Brake & Chassis Specialists
Custom-made Radiators & Repairs
Custom Part Manufacturers
Alloy & Steel Welding
Drive Shaft Balancing
Exhausts
Steering Systems
Engine & Gearbox Conversions
all other Engineering Work
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).
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
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 .............................................
NZ Champion automotive engineer ..........
Minutes of Meeting 12 November 2002 ...
For Sale
..................................................
Italy 3
..................................................
Technical Committee ..................................
Waikato Wanderings ...................................
Woodie project ............................................
From the Bridge ..........................................
GRD06 design concept ...............................
Sabre News and Toyota Caldina CVs .......
President's report ........................................
Manfield and Son .......................................
New members ..............................................
Of brakes, wipers.... ....................................
Quiz Cars ..................................................
Ankle Biter's Column..................................
Ramblings of Barstool ................................
Restoring a Lotus Instalment 3..................
Letter to the editor ......................................
36
37
38
39
40
44
Where has all the octane gone? ............................
Overtaking by the book .........................................
45
46
For Sale and Wanted..................................
46
NZ Motors/lOw......................................................
Who's Who December 2002 ...................................
48
49
Club Correspondence to:
The Secretary
Constructors Car Club
Box 45-064
Epuni, Lower Hutt
2
2
3
5
6
11
12
13
16
23
25
27
28
32
Typesetting, graphics
and printing by:
NSServices
Silverstream, Upper Hutt
Ph Ill. Fax: (04) 970-5036
e-mail:[email protected]
Coming Events
Meeting Minutes 12 November 2002
Tues 10 Dec- Club Night.
Tues 14 Jan- Club Night
Bruce Turnbull of Saker fame is going to grace us
with his presence and tell us all about what he is
doing at Feilding with his construction and
development of the various cars in his stable. We
will also hear about how the Saker is going in its
European campaign.
No speaker tonight. This is traditionally a casual
get together for socializing and hopefully giving
out oftowners a chance while visiting "Absolutely
Positively" to meet other members.
Mathew Cooley's recently completed Saker is the
"Car for Night". In addition don't forget that it's
trophy presentation night. Who is going to get the
"Dip Stick of the Year" award?
Sat 14 Dec -Christmas Dinner
Christmas Dinner at the Fisherman's Table,
Paekakariki. Time 7.30 for 8.00pm.Confirm if you're
going with Jon Loar.
Mon 23 Dec -Christmas Light Tour
A tour which has become a club tradition led by
"light up your eyes Patrick Harlow. Cars gather at
the Club Rooms prior to setting off. Time to be
confirmed.
Tues 11 Feb- Club Night
Skite Night where everybody brings his or her
car along to show off and be admired. We want
to see these projects, complete or otherwise. For
those contemplating traveling from distant parts
accommodation can be arranged.
President: Jon Loar
Secretary: Dave Clout
see article in latest magazine about selling and an
organiser.
Apologies:
Letter from a D Bailey, Levin, who is producing
gear knobs, see letter at front desk if interested.
Dave Frow, Alan Price, Anthony Moult, Darryl
Cooley, Jim Doherty, Jack Hadley, Bill Moffat, John
Moynihan.
Flyer from SPL Ltd, Model Display Cabinet
manufacturer - flyer at front desk.
Visitors:
Flyer from The Classic Motoring Society of NZ
Simon Wellum - came along with his dad, member
Pe riod icals:
Andrew, has rallying interests.
NZ Petrolhead Vol. 5, No.1 0 October 21,2002
AJ - Has a Bambina, came along with member
Matthew Porritt.
Mini Madness _Minis of Wellington Owners Group
November Issue
Next committee meeting
Tony Patmore - interested in the Targa Rally.
American Iron _Early American Car Club October,
Tues21 Jan
Dave Clout's place
3 Dominica Gr
Granada
Lester Reader - actually a member but has not
2002 issue
been able to get along often, has raced sports
cars in the past.
SportsCarTalk-magazineofTheSportsCarClub
of NZ, Sept-October, 2002
Ray Marriott - came along when the club first
started and has finally come back to see what
we are up to.
Motoring News _ bulletin of Wellington Car Club,
October & November, 2002
Stephanie - has an RX7
Outgoing Correspondence:
Fri 28 Feb/3 March- West Cape Tour
This promises to be a greattrip. See p12 for details.
New Zealand Champion Automotive Engineer
Simon Bartlett a member of the
Constructors Car Club will take on
the world next year after proving
the best in New Zealand. The
former Newlands College student
won the Ski lex New Zealand
competition in his trade in October.
The automotive engineering
Competition involved diagnosing
and fixing faulty engine electronics,
brakes, steering, suspension,
electrical, fuel injection and
automatic transmission systems.
He also had to strip and rebuild an
engine in less than three hours.
Simon has been chosen to join a
team representing New Zealand in
the world Competition in
Switzerland next June.
Congratulations Simon from the CCC
Patrick's usual replies to new member enquiries.
My usual apologies for not getting all the details,
maybe we should introduce a visitors book?
Out of Towners:
Garth Stevenson
Previous Minutes: The minutes for last month
are in the current magazine - taken as read. Dave
Beazer commented briefly about Steve
Hutchison's wife's progress. Accepted.
Treasurers Report:
Steve commented that there was nothing
outstanding and that we were running to budget.
We have 195 members now. Steve had a few
cheques on hand tonight to hand out to members
of scrutineering teams.
Past Events:
Saturday 19 October - Manfeild Training Day. I
must confess I missed this event from the original
minutes that I try and type up before the meeting.
Can't say why as it was another great day that I
really enjoyed. My special thanks to Wendy for
setting up a fine event. Brian was left to comment
on how the day went to the meeting. Thanks were
also given to Ron Robertson for his efforts on the
day also.
Usual new membership & renewals, and one from
a new member John McGregor from Christchurch
who is doing "7" type kits.
Sat 2 - Sun 3 November - Targa Rally. Steve Strain
and John Thomson attended and noted seeing
other members there also. They witnessed the
car crash at Shelly Bay first hand and John ended
up helping the victims from their car on the rocks.
John Wilson commented that he thought there
were only 3 kit cars entered in the rally, and on
checking the photos in the November issue of NZ
Classic Car magazine he would seem to be
correct.
SCCNZ Events Calendar Edition 21
Sunday 10 November, Garage Tour - John Bell
Inward Correspondence:
Bruce McLaren Trust raffle tickets have arrived,
2
3
was picked to give a brief account of the first part
of the tour. John informed us that it seems Roy
has got himself involved with helping out with yet
another tricycle electric vehicle project that some
school is attempting - will he ever learn to stay
away?
Bernard was next and commented about the stock
car in Bill Moffat's garage. Rob West was collared
to cover the last few garages but I guess I just
listened here instead of taking notes - sorry.
Coming Events:
Saturday/Sunday 16/17 November - Whittakers
MG Classic meeting. Patrick is organising cars for
a display and rides for charity at lunchtime.
Sunday November 24 - Hardseal Motorkhana, GM
carpark, Trentham. 10.00am start.
Saturday 14 December - Xmas Dinner has been
booked at the Fisherman's Table. Quite a few
members have said they will be coming so if you
haven't confirmed your attendance yet, now might
be a good time to let Jon know. At present Jon has
booked for 40 people.
Monday 23 December - Patrick's Xmas lights tour
Summer Holiday Trip - Geoff McMillan from
Hamilton way is well on the way to organising
this event. If you are intending to go on this trip
confirm your intention to Geoff as soon as
possible.
Committee Business:
Normal business of running club.
Committee will look into purchase of a new colour
printer for the club (read Patrick), decision
deferred to next meeting - Jon was absent.
Can all members holding cups/trophies please
return them before the December meeting so we
can get them engraved.
David Bertelsen - Monteuerde? Hai 450SS, hemi
big block
the charity lunchtime rides went at the recent
Whittaker's meeting at Manfeild.
regularly turning to Ali for her impressions, since
it was a truly team effort.
Technical Committee:
MSNZ Report:
Roy reported for Grant who was running late.
Quite a few scrut's are waiting. There have been
a few minor problems with scruts recently. Roy
suggested that members might like to read the
more recent new rules on some aspects of what
is required. Ask if in doubt.
John was away again so guess there was no
significant news otherwise he would have got
someone to pass it on.
They had intended to share the driving but after
day one they decided that to finish they would
need to drive quickly and smoothly, and once Andy
got into the event it might prove better to let him
continue while Ali navigated. I seem to remember
some comment also about Andy pushing so hard
on the left-hand aluminium floor well that it was
bending - not a good passenger. They also
commented that they knew they couldn't afford to
crash it, which helped temper their driving.
Technical Comment:
Nothing this month
Technical Questions:
(i) Jon asked about mag wheels, can you change
the PCD? That is, is it okay to slot the holes. The
answer is that in some cases it would be no,
though it depends on the material of the wheel.
Some manufacturers produce slotted wheels as
standard. Once again, clear any doubtful
proposals through the technical committee.
(ii) Windscreen deflectors, when do they become
a windscreen? The answer - it is a wind deflector
when you can see over it when in a normal seated
position, and a windscreen when similarly seated
you can see through it.
(iii) What are the latest regulations on having a full
harness fitted to your car? It seems that new
regulations through recently are more user friendly.
Read the new regulations as they effect your
particular vehicle as it is all tied in with the new
frontal impact regulations.
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.
Spare Parts (Magazine):
[Remember-hand or send typed, printed, em ailed
etc details to the secretary, or Editor either before
or after the meeting using the forms provided at
the door or it won't get forwarded to the magazine]
Ron had the usual difficulty putting it together.
Ron apologised for a couple of missed articles.
General Business:
Tim H got last months guesses right - a 1933
Maybach.
Darryl Blewett was at the meeting to see if anyone
was interested in a video ofthe car show - $1 0.00
gets you a record of all the vehicles at the recent
show.
This months car:
Ron Robertson gave a brief run-down on how
Mystery Car:
4
Shop:
After Jon woke Brian up we found out that there
are still plenty of rivets for sale.
Pre Guest Speaker:
Our own John Wilson gave us a bit of background Other comments about preparation were things
about a relatively famous NZ historical racecar- like raising the car 40mm and eliminating a few 4
the Austin A40 that Chris Amon once raced as year old oil leaks. Also that they would advise
well as Roy Roycroft. When John finally got hold anyone else contemplating doing the event to
of it he re-powered it with a Morris Oxford motor. spend money on good tyres and brakes. Another
An interesting feature about this car is that thing was organising a good crew.
originally it had a Bugatti chassis and gearbox,
but the gearbox seems to have disappeared at Thanks to Andy and Ali for coming along and also
some stage. All this information was told with Dave Bray for arranging them to come.
John's normal dry sense of humour and the
secretary reminding him that he was not allowed Guest Vehicle:
to tell any of his jokes. John had a montage of Andy and Ali's Targa entry car, a 1969 Porsche
photo's to illustrate his story. Thanks for the bit of 911E.
light entertainment John - you have to be there to
Raffle:
appreciate John's presentations.
Number: 09, Won by George Ulyate.
Guest Speaker:
Andy and Allison Bray, son and daughter-in-law
of members Dave and Sandra Bray. Andy started
by saying that he would give theirtwo cents worth
on the latest Targa Rally. He stressed that it was
their opinion only based on their experience. They
are not experts but managed to survive, thanks to
early preparation and skill?
Why did they do it? It seemed to be a good idea at
the time. They had bought their Porsche 911 about
5 years ago when it was producing about 140bhp
and declining with age. They have done driver
training courses, intermarque racing etc at the
bottom end of motorsport.
The reason for entering then - a chance to meet
like minded people and drive their car fast, legally
on the road.
The logic of entering the Porsche - use a car you
know. You need to know the car will be reliable.
For Sale
1968 VW Brazilian Combie gearbox, open
shaft. $200.00 Heron MJ1 Fiat 2 litre motor
and Skoda 5 speed gearbox. $300.00
Contact: Darrell, Ph (04) 902 3831
5 15"x7" hotwire mags 128PCD suit early
Rovers or Humber Super Snipe
2 Holden M20 heavt duty 4 speed
gearboxes
1 Toyota Alloy Supra wide ratio 5 speed
gearbox
1 3.8 V6 Holden VP motor 60km
1 Fiat Twin cam with 2 speeds
Phone Jim on 5695738 or 021369995
PS. U2 mallock chassis etc etc.
Here I noted that Andy told their story with humour,
5
ItalV 3
and took our payment, provided a receipt
for the car and keys, and indicated that
there was a generous half-day limit on
the parking - and then he directed us to
the main gate for the Pompeii ruins, some
Sunday morning. We (my sister and I) are in Massa 300 metres down the main road.
Lubrense just out side Sorrento, at the south end of the
bay of Naples. This evening we need to be at Obetello, on The main gate sat at the back of a small
the same coastline, but around 100 kilometres north of square, where the opposite side was
Rome, and some 300 or so kilometres from where we are bounded by the main road, and the left
and right appeared to have two storey
now.
hotel type buildings that look like wooden
Before leaving home (NZ) I checked the train timetables on construction out of the thirties. The
the Internet for the Rome-Orbetello leg, and once we drop centre of the cobblestone had a number
the rental car off at Rome airport we will be able to catch of tents and awning erected with the
a train at one of the regular hourly timeslots that they seem souvenir sellers touting t-shirts and tea
to run on the northbound route up the western coast.
towels. Through the gate the broad path
Driving the motorways this time, a little inland as opposed leads up a gentle rise and then descends
to the coastal route, we expect to be able to make good to a newish looking building that is the
time between Naples and Rome, so we have the morning tourist centre. Three long queues in front
available for other things. And the choice is to visit Pompeii. of ticket windows snakes across the
central forecourt, while the dor to the
We drove through the modern-day township of Pompeii souvenir shop bangs repeatedly as
when we arrived in the Sorrento area. So we know what people pass in and out. Tour guides hold
our destination is and roughly how to get there. After
another pleasant breakfast of 'cafe e cornetto' (coffee
and croissant) with our host in the bar that doubles as the
breakfast dining room, we pack, pay and depart.
Day 3. Yes, I know, I've only managed to cover off a day
at a time in my discourse on travelling to Italy, but let's not
dwell on that. Let's crank up the pace and see how far we
get today.
The narrow streets of Sorrento are surprisingly busy
already at 10:00am on a Sunday morning. I note a really
narrow fronted building as we enter Sorrento, a triangular
building gripping the side of the hill on a triangular site by a
road intersection. I wasn't quick enough to take a picture
but with the marvel of the web I discovered on my return
that many people must think this building remarkable as it is
pictured on the travel promotional website for Sorrento.
As we enter Pompeii the sky is steely grey overhead,
unexpectedly so for early summer although it is still very
warm. I had spotted the carpark across the road from the
central Pompeii park, and the carpark that specifically
advertised itself as being for Avis cars (which our rental
was). This % acre of shingle-covered car park was
bordered by low trees but confined between the 4-lane
cobblestone main road and the railway line, and it was full
of tourist coaches and a few cars parked two deep. My
Italian must have worked as they proprietor understood
6
Thin building in Sorrento
their umbrellalwalking-sticklflag or other distinctive
objective in the air so that their flock can find and
follow them and the more touts offer personal
guidance through the site. Having got our tickets
we peruse the shop and acquire a map of the
site, then set off past the milling crowd and into
the streets of old Pompeii.
Empire. The pedestrian crossing would allow one
to traverse the road without traipsing through the
horse (or oxen) dung that would no doubt be
deposited on a busy city street- and the spacing
of the stones could be set to match the track of
the cartwheels (standardised by Roman government) allowing cart wheels to pass between the
stepping stones. In fact the paving stones bear
the evidence of this, with cartwheel ruts being
worn into the pavers.
The town was built on a gently sloping site, and
the streets appear in a very regular pattern, with
long views down the straight lines of the town
over the bobbing heads of the pedestrian tour- The eruption of Pompeii had obviously come as a
ists. I am struck by the use of large stones to
pave the street,
along with a row of
curbstones and a
footpath on each
side. More surprising is the use of
larger stones to
form pedestrian
crossings at the intersections. I have
seen this concept in
'Asterix and Obelix'
books which I now
realise were a
great primer on ancient history, for
their depiction of
many things, places
and events from the
Street in Pompei
age of the Roman
7
surprise to the inhabitants as many had not had
any avenue of escape. There are mummified
bodies that were extracted during the excavations where people had been found cowering in
the corner of a room in their house, or even in the
swimming pool at the central gladiators barracks.
Sufficient ash was deposited to cover everything
up, I guess up to the first floor or more. Today
there are no roofs left, but the excavations have
given us a town of houses complete in their room
layouts, with the remaining walls standing 2 to 3
metres high. The larger houses incorporate a
central courtyard or garden, and in some ways it
is like modern city living where the walls of the
house are on the boundary of the section hard up
against the neighbour, and the view is one across
the internal space. In the better preserved areas
the floors are still intact, with small mosaic tiles
having survived and marking out decorative patterns. One house has the word 'ave' (greetings)
at the entrance, and another 'cave canem' (beware of the dog) along with a wolfish looking
picture in tiles.
Another flash of lightning, and the clouds open
up. The rain comes pelting down. Yet we are on
a limited schedule, and it's not cold - just wet.
We're heading for the edge of the site, another
house of around the same age but physically
separated in the next fold of the landscape. This
is the 'Villa di Misteri' (House of Mysteries), a larger
villa that dates from the third century BC. Of
particular note in our guidebook were the
remarkably well preserved mural paintings around
one of the inner rooms that depict the initiation
rites for a young woman into the 'Oyonic Mysteries'
which was at the time and outlawed cult. My
guidebook says that the pictures form a narrative,
showing sacrifice, flagellation, dancing and other
rituals all under the beneficent gaze ofthe mistress
of the house. Sure enough one painting does
show the young woman under a cat-of-nine-tails,
but on the whole the pictures are not that explicit
and leave much to the imagination. At least this
building has a roof, and while it pelts down outside
the crowd inside bide their time waiting for the
rain to let up.
Time presses and we leave the milling crowd in
the shelter of the building and set out down the
narrow lane that skirts around the site back to the
The centre of the town is the forum, a rugby field
main road. As we pass through the square at the
sized area of grass lined with columns on one
main gate the stalls are packed up or pulling the
side and large building frontages at top and bottom.
covers down to hide from the rain. On the main
This would have been the central meeting place,
road the cobbled street has undulations in the
the market, and the seat of local government in
surface from the weight of the traffic, and these
the surrounding buildings.
are now full with rainwater, little lakes that shower
A few heavy drops of rain hit the ground around the surrounding area every time a car passes
us and the more fainthearted of those around us through them. The water is running so heavily in
head for the shelter of doorways or arches the gutters that there is more than two inches of
around us. There is a flash of lightning in the rainwater flooding across the road at the entrance
distance, and after a pause a heavy roll of to the square.
thunder.
On recovering our carwe change out of soaked
In the distance there is a clap of thunder and the
skies are heavy and foreboding.
Beyond the forum the land slopes away a little
more steeply and this has provided a suitable
contour for the open air amphitheatre, well in fact
two of them, a large one and the small one, side
by side. The semi-circular stone terraces are
built on the ground at the front and extend up on
ramparts at the rear, facing the stage area with
it's two-storey high arched wall that serves as
the backdrop. Just beyond the theatre is the
gladiators' barracks, a rectangular grass field
surrounded on two sides by long low single storey
quarters.
8
clothes (well top half anyway) before heading
for the toll road north to Naples. We miss the
entrance and go around the block once before
realising the obvious, that the toll booths are lined
up there next to the entrance to the Pompeii site,
obvious but inobvious because you can't see
where the road is beyond the booths.
The on ramp quickly joins the motorway, and we
are travelling swiftly in dual lane carriageway.
The signposting indicates a maximum speed of
130kph, and these signs are interspersed with
others reminding you that there is electronic speed might need to explore the possibilities.
monitoring in place. In a later conversation I
discovered that while the signs are there the The tollbooth operator is very kind about it, far
monitoring is generally not, so nobody takes any more so than the frustrated motorists behind us
waiting their turn to pay. He ask for 10, a passport,
notice of them.
or similar and presents us with a fine of some 60
The motorway takes us swiftly to Naples where euros, and then directs us over to the 'pont blu'
it skirts the edge of the city and then joins the (blue point). We pull out of the toll-booths and
larger Naples-Rome motorway. The toll booth is over against the central barrier, which seems well
unattended at the entrance and while the car in enough out of the way in the large merging space
front of us appeared to stop and then go we don't beyond the booths. I jump the central barrier and
understand why as there is nobody there.
cross the many lanes of the on-ramp traffic (it's
not busy) to arrive at the single storey building
The motor\way is three lanes each way separated
which is the pont blu which turns out to be a
by a central crash barrier, concrete in places and
pOlice office associated with the motorway. .
Armco barrier with a row hedge elsewhere. The
The man behind the glass window looks at the
signposting counts down the kilometres to Rome
fine notice and asks to see my passport, then
as we whiz along.
asks where we entered the motorway. I tell him
Jenni is driving and feels comfortable with this Naples and then ask what we should have done
environment - more so than those tight little to confirm that we neglected to take a ticket.
twisting roads of Amalfi that we were on Understanding my predicament he confirms what
yesterday. Our little diesel Fiat has done over we should have done and then tells me that he is
400km already this weekend, but still has a half reversing the fine, and the cost will be just what
tank of gas to go. We sit in the outside lane (the we would have paid on presenting a ticket, around
left lane - the fast lane) doing between 130kph 10 euros. I had to ask whether there was any
and 160kph, occasionally pulling right into the information on the motorway system and what I
centre lane when a faster vehicle catches up on should do, but it all distilled down in to the one
us. The long wide roads over rolling countryside comment - 'devi prendere un biglietto' (you must
make this feel effortless, and not particularly fast. take a ticket).
Eventually we crest a hill and there below us lies I guess it makes sense, for a toll road that is a
Rome. The pictures of Rome that I have seen couple of hundred kilometres long. Forthis 'useralways depict the historic centre, the Colosseum, pay' system you take your ticket, and then the toll
the Forum and the Vatican. These are also the is calculated and charged when you exit, based
memories that I have taken away with me from on the length of your journey. The clever bit is
my previous visit. But here is a different view of that as a frequent traveller you can have an
Rome. A very large city laid out in the basin of a electronic device that is recognised by the tollbroad river valley. There are mountain ranges gate and it tracks you as you enter and exit, then
(well big hills anyway) inland to the east and some you just get a monthly bill for your toll-road use.
more contour to the land at the north, but otherwise No stopping at the booths, no fumbling with
this is a large shallow bowl, with 20km or more of change. Very smart, eh?
city stretched out across the floor.
The drive from there is easy, on the ring-road,
The motorway ends at the ring road around Rome, from the southern side where we entered to the
and we arrive at a further line of toll booths. Now western side where another branch of the
the absence of an operator at the entrance motorway leads to the coast and the airport just a
becomes clear, as we are asked for our 'biglietto' few kilometres away. We saw the seaside town
(ticket) from entering the motorway. I had seen of Fiumicino, which lends the airport its name,
the 6-inch round big red button at drivers window when we left two days ago - and it is a surprise
height at the entrance booth, and pondered that it that little Fiumicino needs a six-lane highway. But
might be a pay to exit system, yet we had avoided the lanes become signposted, one for Fiumicino,
holding up the traffic behind us for the time we and the others for various parts of the airport.
We park our rental in the high-rise parking building
9
behind the terminal, return our keys and head for
the train station.
The spur of the railway system runs out in parallel
with the motorway from Rome to Fiumicino. The
airport is the terminus, and two services run from
here; the direct express connection to Rome
central and the commuter train which connects to
other services just outside central Rome.
On buying our tickets we are given instructions
on changing trains. The commuter train will take
most of the way into Rome, where we change at
a station that is part of the main trunk line north via
the west coast. It is now around 4 o'clock, and
the next train for town leaves shortly to connect
with another service in around an hour. We should
be in Orbetello by eight tonight.
The train is full. Middle age women sit in groups
with their suitcases at their feet blocking the seats
opposite as they chat loudly about who-knowswhat. One offers a seat to another middle-aged
woman, on the basis that one or the other of them
will be able to get the luggage up onto the luggage
rack. I offer to help and am rewarded by being
praised for my strength, which gives me the
opportunity to offer to move two more of the bags
and hey presto, Jenni and I have seats.
The train rattles along the coastline for two hours
or more with occasional glimpses of the sea. We
know that Orbetello is a seaside town, on the
coastline behind a sizeable offshore island - quiet
similar to Paraparaumu and Kapiti in some ways.
Around the right time (given the train time table)
an offshore island becomes visible, and the train
makes its way along the coastline closer to this
before stopping at the Orbetello station.
10
I had searched the web
for maps of this place
before I came, and found
the reference sources
lacking in that they
showed the town, and if I
was lucky they showed
one or two streets in it,
but the promotional
photos of the place show
that it is several streets
wide and much longer, so
the maps must be a vague approximation only.
We have stepped off the train with several other
travellers, and as we get to the entrance of the
station we mill around with then wondering what
to do next. The first one out has driven away in
the only taxi, there is no map, and the ticket office
is closed. Someone (obviously a local) consults
with one ofthe travellers and assures them that
they should wait because the taxi will be back in
ten minutes. A minute later a large orange bus
pulls in, obviously the local public transport. A
young woman asks the bus driver about directions
and hops aboard. She may no be a local but she
is clearly Italian and understands the system.
I am aware that the system here calls for self
policing honesty - you buy a ticket before you get
on the bus, from a ticket office or agent (a bar or
newsagent or the like), then on the bus you push
it into the ticket machine and it franks the ticket
with the date and time of your patronage. Riding
without a franked ticket is a no-no. I ask the bus
driver whether the bus will take us to the street
address we have for Jenni's accommodation, and
the young woman joins in the conversation. Yes
that is on the outskirts of town, the bus will stop
there. I ask if I can buy a ticket on the bus, but no,
it is not possible. I ask about the ticket office, but
no it is closed, as we knew. The young woman
then says something to the bus driver, confirming
the situation and then they both wave us on board.
No problem, don't worry about it, just get on.
And thus we arrived at Orbetello, much cheered
by the general kind treatment we had received all
day. I have much to tell of the pretty little seaside
resort of Orbetello, and the Italian class I took
there, but that will have to wait for next time.
Technical Committee Meeting Minutes - 27 October '02
Present
Brian Worboys JohnBeil
Dave Clout
Rob West
Mike McCready Tim Hutchinson
Glen Collins
John Mander
Grant Major
Roy Hoare
Apologies
Alan Price
Ken McAdam
RogerO'Brien
Phil Derby
John Cumings
This technical committee meeting was called to
review the general business of prior months,
including recent scrutineerings and the progress
on the build manual, and as a first get-together for
the new committee following the AGM.
Previous minutes - were taken as read
General business -
this reaffirmed the current policy of not having
specific items that must (or must not) be completed
for each scrutineering step - but rather that each
scrutineering will check all aspects of build
progress. This then allows a builder to construct
in any sequence they desire. The only possible
exception to this flexible policy is that chassis
welding should be seen before it is rust proofed,
and suspension fabrication is best seen without
springs and shocks installed.
Fiddle brakes, as used in four-wheel drives for
individual braking control of individual wheels, was
discussed. These are permissible, but the
'legislation' is interpreted as requiring that the
controls should be able to be 'locked' into position
for normal road use. A cover preventing unwitting
operation is understood to be satisfactory.
Note that fiddle brakes are usually engineered as
an extra master cylinder in the hydraulic brake
line to each wheel. They are activated by a hand
It was noted that one recently inspected vehicle
lever on that master cylinder. In their 'idle position'
had been a motor swap, and the new arrangement
the fluid from the main brakes passes though this
had resulted in a straight axis for the drives haft
supplementary master cylinder, giving normal
with not appreciable change of direction at the
braking operation. However care should be taken
universals at each end. This can result in
in the engineering as the application of normal
brinneling, the pitting of the bearing through
braking pressurizes this supplementary master
constant application offorce in one position, with
cylinder, and it should be installed or modified so
no travel in the bearings. A slight change to the
that the piston rests securely in a home position
setup with the use of a different gearbox mount
(so that the piston cannot be expelled out of the
introduced a small change of direction at the
supplementary master cylinder when under
universals, and this will prevent eventual wear.
normal braking line pressure).
In addition this coincidentally appeared to have
reduced the drivetrain noise.
It is acknowledged that four-point harness
seatbelts are permitted under the LW Standards
The recent scrutineering of a Saker had
now, for specific applications and where specific
encountered a difficulty completing the brake test,
standards or requirements are met.
as the front bodywork was hitting the ground
when the nose 'dived' under braking. While the Scrutineering team makeup was discussed.
car has little ground clearance anyway this Scrutineering teams are normally to be three
behavior was not desirable or permitted, and technical committee members, but on some recent
would be rectified by alternative front springs, to occasions the LW Certifier (lead scrutineer) has
provide the same ride height but less nose-dive needed to work alone as a result of the
under braking.
circumstances. This is to be / will be avoided
wherever possible in orderto give the security of
R West asked about the order and timing for
the three person team system, and for the
scrutineering inspections - what items should be
invaluable training it provides.
complete at each stage for an inspection to
progress. Some general discussion followed, and Build manual revisions were reviewed. T
The meeting commenced with a review of recently
completed scrutineering activity.
11
Hutchinson advised that he was waiting on A Price
for some minor revision but otherwise the manual
is about ready to reprint. G Major requested that
a reprint be completed in the near future in order
to satisfy the need for delivery of new build
manuals to members.
LVVTA Council meeting is to follow on Thursday 7
November and G Major sought any opinion or
questions to be table when he attends the meeting.
A general desire for more involvement with
ratification of the standards as they pass through
draft into final form was to be requested.
The meeting closed around 9:45pm with the
intention of meeting again within two months to
review the build manual revisions.
WAIKATO WANDERINGS
Geoff and Jill McMillan
The Heritage Trail Trial
I know that everybody has Christmas on their mind at present, well at least getting to the finish
of work for the year! I have to nag you though, request from 'down below' (Wellington). This
is the Christmas edition of Spare Parts with plenty of room for articles, but also not much time
to the tour.
Jill and I were at a conference recently in Waikanae and went around to see Ross and
Ste:p"Bn:BB:ri:ls.:n,and the Moman. I am a Morgan freak so was delighted to be able to get
closer than when it was in the show. Ross has done a mighty job of this car as you would
have realised, without even seeing the result, if you have been reading his articles in this
mag. They are {ooking forward to getting it on the road for the tour; the first official task for
said car ... ? {also had a few 'green moments' when { saw Ross' new workshop, which was
in the process of getting all its equipment put in place.
Anyway, Jill and I did the first part of the tour on our way home from Waikanae, having
already done our end of the tour previously. We now have it pretty well sorted out and have
10 couples booked already. If you want to be a part of the 2003 tour then get in touch quickly
and we can send you the details to enable you to book accommodation. If you can make your
decision by 31 st December that would be good, but the longer you leave it the less choice you
may have with accommodation choices.
The pattern of the East Cape Tour has been copied, i.e. everybody is expected to do their
own booking. Meals will be had together but you can normally order as cheaply or as
expensive as you can afford. The exception will be the night in Hamilton where we have a
'different' night arranged which will incorporate a meal as a part of it.
Motels will cost $75 - $130 in most places, you chose whether you want economy or go a
little flasher in quality. We have tried to give a variation in prices to allow you choice, and you
may also choose to share with another couple to cut costs even further.
To check out the places we will travel read last months write up, and then make a decision!
We have planned for 10 - 20 couples and are at the lower number already, so get into gear
and sign up pronto.
Geoff and Jill McMillan
078437512
12
025738437
[email protected]
34 Woodie Project Musings
Phil Bradshaw
As the old saying goes, 'Sir, I want to report that I cars per page, with model numbers, engine/
have nothing to report'. Well, as far as the Woodie driveline specs, fuel capacity, kerb weight etc. It
goes, this is not quite true, but as another saying is an excellent source for figuring out what sort
goes, 'good things take time'. At the moment I am of gear ratios the factory uses (see my table
waiting for bits to arrive or be made, until I get a below) when you are doing transplants. It also
critical mass I can begin to design my pseudo lets you know what is available. This is where it
spaceframe chassis from. So, to prevent me is dangerous - I want to find out how much the
getting bored, I have been thinking about what I quad cam 5 litre Toyota V12 will set me back! I
need to do once I get the bits. It is probably easier suspect it is somewhat more than I want to/can
if I group my current thoughts under headings.
afford to spend, but it would make the Woodie
rather interesting ...
Body
Since my least report, I have ordered the fibreglass
from Pete Osborne Productions in Napier. This
will run to around $4500 by the time it is finished.
It is not cheap, but there are a number of items,
and a lot oftime and effort involved. I am expecting
to pick it up sometime early in the new year.
For my money I am getting:
•
a cowl with a 4" recessed firewall and no
cowl vent;
•
glove box in an original style dash;
•
3" chopped window pillars (which I didn't
want, but the mould is designed that way.
He is dOing them in such a way that I can
cut and raise the height. Not sure how high
I want it; not quite stock height, but chopped
3" is too low);
•
smoothed bonnet and sides;
•
front and rear guards plus running boards;
•
grille shell; and,
•
inner guards
Engine
My Lexus V8, Trans, ECU and Wiring may have
just arrived in NZ; hopefully I will pick it up in the
next month. I recently bought 'Vital Data Model
Mate', which is a catalogue of all import cars built
from 1988-1998. It has around 650 pages, and 4
Transmission
I have vaguely thought about converting the V8 to
a manual; I have a close ratio W58 Supra 5 speed
with extra tall (0.78: 1) 5 th gear lying around for
'one day', that would work nicely. I also have a
spare GT4 (3SGTE) flywheel, which is apparently
the go for converting the Lexus to a manual. The
spigot diameter is correct; you just have to slot
the bolt holes by a couple of mm apparently, and
the GT4 clutch assembly mates with the supra
gearbox. A MR2 turbo (3SGTE) flywheel should
be the same. It is supposedly relatively easy to
adapt the gearbox to the Auto trans bellhousing,
and then all you need to do is engineer a clutch
release mechanism. By all accounts SAABs run
an integrated centre hydraulic clutch release
bearing/slave cylinder, which eliminates the need
for a clutch fork and external slave cylinder. Still
tempted to run auto in the first instance, but I will
design for later conversion, e.g. allow for clutch
pedal etc.
Hubs and Uprights
Not that I am a magpie, but I bought the bulk of the
suspension set up (including cross members) from
a GA70 Supra (late '80s 2 litre twin turbo) from
Pick a Part for $400. This is similar to the Soarer
set up, in that it features double wishbones at
each corner, with an alloy upper arm. The Supra
rear uprights mount the suspension strut above
the top wishbone directly onto the hub carrier;
the Soarer mounts them on the lower arm. I will
13
clean them all up, and then have a look at what
looks like it will work best. The brake size is similar.
Diff Ratio
The other major difference between the Supra
and Soarer underpinnings is the diff size - Supra
runs an 8" x 4 spider (but not LSD in my case)
4.556:1 unit as opposed to the 8.5" (or
thereabouts) x 2 spider 4.083: 1 unit in the Soarer.
The 8" rear end has definite appeal, as the 3 litre
Supra Turbos (7MGTE) of the same vintage come
with a 3.727:1 x 4 spider LSD. This compares
reasonably with the Lexus V8 diff ratio of 3.916,
given that the V8s are generally around 1600 KG
(some as much as 1760), and I hope to be at least
200, if not 400 kg lighter (ideally around 1200 kg).
The 8" diff (especially with 4 spiders) is well
capable of handling the power, and way more
common as a LSD unit (HiluxlHi Ace run 8" also,
but I suspect the Soarer runs a different LSD set
up). As always I will see what turns up for the
right price.
thought about Halibrands, but I would end up with
too much scrub radius given their offset limitations.
I would also like to keep a similar sidewall height
front to rear, so the thing goes around cornersotherwise there is little pOint in designing fully
independent suspension to throwaway the gains
by having radically different sidewalls.
Consequently I may end up running say 15" front
rims and 17" rears. Hopefully it won't look stoopid.
I have a mental picture of around 205/225 wide
front tyres, and say 245 rears. Different wheel
size will probably mean not running the ABS.
Traction control and cruise should still be
workable. Neither are a necessity, but it would be
nice in some ways to have them.
I can get my greasy mitts on a set of steel RAV4
rims, which are by all accounts 16" x 6.5" and the
same offset as Soarer/Supra. I have a couple of
friends that run tyre shops, and so I will try to get
them shod with well worn tyres of the same overall
height and width as what I want to run. The
differences in RAV4 rim width compared to the
type of mag I will ultimately run (say 7" front, 9"
Wheels and lyres
rear) can be allowed for in my design, provided
Wheel and tyre size is another issue, because I the offset is fairly constant. I can then place the
can't start on suspension design until I can figure wheel in the guard (once I get the body bits) with
out the hub heights and placement. I would like to the hub and upright attached; the distance to the
have a degree of front to rear stagger - it is a 'spaceframe' chassis will then give me the
hotrod after all; Pete Osborne's standard rolling maximum length I can make the suspension arms.
diameters are 600 mm front, 670 mm rear, It would be nice to keep the alloy upper arms, and
however, I suspect this is a bit more than I want. to fabricate tubular bottom ones to suit the
geometry - will see how it goes.
I need at least a 15" rim to clear the brakes (300
mm discs), and I need a fairly major positive offset The following list summarises what I currently
- the Soarer/Supra runs effectively a FWD offset, would like to run (15" frontl17" rear) with the
so I will have no real opportunity to run deep dish closest fit on a 16" rim for build and design
rims. This limits the mag choice a little - I had purposes:
Rill TyreWidth
Profile
Overall Diameter
Sidewall Height
Centre Height
Rim Width
15
205
55
607
113
303
5.5to 7
17
255
45
661
115
331
8to 9.5
16
205
50
611
103
306
5.5t07.5
16
255
50
661
128
331
6.5t09.5
The following table provides a summary of the stock car configurations that I am playing with bits
from:
14
Car
Engine
Power
Year
Kerb
Weight
Diff
Ratio
Diff
Size
Tyre
Size
GA 70
Supra
1G-GTE 2
litre twin
turbo auto
210@
6200
1988
1490
4.556
8" x4
Spider
215/60x-
JZZ30
Soarer
1JZ-GTE 2.5
litre twin
turbo auto
280@
6200
1991
1600
4.083
8.5" (7)
x2
spider
UCF11
Celsior
(Lexus)
1UZ-FE 4.0
Litre V8 auto
260@
5400
1991
1750
3.916
8.5" (7)
x2
spider
Woodie
1UZ-FE V8
3007
(better
intake 1
exhaust)
2007
120014007
7
8" or
8.5"
Overall
Diameter
638
15
225/55 x
650
16
215/65 x
660
15
15"
front,
17"
rear?
Front
-600;Rear
-6707
had been running a bit rough compared to
Joanne's one, so I ended up changing the spark
A friend of mine has got a roll cage tube bender, plugs. Turns out the plugs were 'blown'. By this,
with mandrels for 1%" and 1%" tube, so I guess I mean that the seal between the porcelain insulator
they are the sizes I will use for the chassis. Not and the plug outer body had failed (on all four
sure on wall thickness yet; may be easier to go plugs) hence compression wasn't what it should
with roll cage spec tubing. Like I said, my vague have been. This is characterised by a brown ring
plan is a tubular chassis comprising an upper and of confidence where the porcelain meets the
lower 'rail' with tubular interconnects that follows body, which mine had. New plugs, and what a
the original frame form in plan view. I would prefer transformation. Apparently most platinums fail in
to build suspension pick up points into the chassis this manner, long before they hit 100,000 km. Makes
as opposed to use the Toyota subframes - see me wonder what the ones in the Leitch are like at
how it goes. A roll cage frame will be utilised to about 140,000.... Might be time to buy another
mount the doors and seat belts etc off, and hold set.
the roof up, so the wood ends up being more
Have a great Christmas, and a safe New Year.
cosmetic than structural.
2003 is shaping up to be a pretty big one from my
Well, that is about all for now. Just some useful perspective - hopefully I can finally get into some
info I picked up the other week. My GT4 Celica actual car construction.
Chassis
MIRO 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
All major mechanical repairs. For all enquiries contact CLWE
6 Miro Street, Upper Hutt
P.O. Box 40-320, Upper Hutt
home: (04) 528-5873 Fax: (04) 528-5895
15
-------------~-~--~~---- ~~
r,om the Blidge
Garage Tour
10 November 2002
The marshalling point for the tour was at Derrick
Halford's garage where our host described the
two project vehicles he has on the go. One was
an Almac Sabre. This was at the chassis and
engine stage awaiting a few problems to be
solved before the body can be ordered and fitted.
Derrick had been lucky in being able to buy a
donor vehicle for this project which already had a
modified Rover VB engine fitted, and the price
was right because it was uncertified.
The second vehicle was the logical development
from a chassis-Iooking-for-a-body project that has
been sitting in Derrick's garage for more years
that anyone cares to remember. Basically, in
acquiring an Almac TG body, Derrick completed
the circle because this is the body that the original
chassis was built for (I believe the story is actually
a lot more complicated than this, but this will do
for now). With engine in place, sitting on it's
wheels and with a completed body, this project is
well on it's way to being a very tidy looking open
sports car. It is, as the car dealers say, "coloured
in red".
Brian Worboys
~
Down the road and round the corner to the Hoare
garage. Last chance to see this garage in it's
current form as it is about to be blown up (careful
choice of words here) into a more commodious
edifice. No doubt this will mean more cars to be
built in the future. In the driveway was Roy's
Almac TG project. This is 99% complete and is
basically a rebuild of a kit that has already seen
many miles on the road. With characteristic Roytype thoroughness of course this means just about
everything has been rethought and a multitude of
little improvements add up to pretty much a better
than when first built product. I am sure this one is
going to give Roy and Eleanor some very blissful
cruising during the late summer evenings, and
will pack in a record number of trips over the hill
during the coming years.
later in the day, and Roy had all the key parts for
the complete vehicle laid out on the floor: Three
wheels, a seat, a battery, controller unit and an
electric motor, and a stack of light-wall steel
sections. The motor was particularly interesting.
It was about the size of a small cake tin, and had
a potential power output of Bkw. A very interesting
project indeed. Also it was great to see a club
member extending his car constructing skills to
help a project like this with keen young people in a
learning environment. Maybe we could do more
of this sort of stuff as a club. Good on you Roy.
expect that Bill's car would do pretty well on the
track after this formal CCC visitation. Sure enough,
I just checked, they've won four out of the six
races they have been in since. So all you ambitious
racer's out there, better get with the programme
and invite us round. It's your best chance.
So, after admiring a couple of other very
interesting Fords in the adjacent garage, as per
usual, running late already, we headed off over
the hill to embarrass the next totally innocent club
member on the itinerary. This was Martin Lucus
and his Lotus 23 replica. This is a build based on
a kit from Barry Leitch. It is coming along well, and
true to the original will be powered by a four
cylinder Ford engine and, initially at least, Martin
plans to use a modified VW transaxle at the rear.
We are all very impressed with the fine detail that
is going into the car. What is especially impressive
is the way that nothing is ever a problem to Martin.
He seems to be able to throw a lump of metal into
the lathe and make up just whatever is necessary
to match partA to part B so that it looks and works
as if the original parts were just made that way.
All the main bits ready to make an
electric car
Just a few finishing touches to go on Roy's
Almac restoration project
Derrick's project
Derrick had judged the tour group well, and had
set up a table of "help yourself or it's all off to the
tip tomorrow" stuff that could have kept us all
picking and poking for another hour. Various
surplus speedos, gauges, computer bits etc. etc.
and in principle some folk pocketed some priceless
treasure as mercilessly the Club Captain ordered
all aboard and cast off for the next port.
16
But the real fun stated when we got into the actual
garage. Roy has this project exploring possibilities
a for hydrogen fuelled vehicle and gave us a very
entertaining demonstration of some of the
equipment he has built as part of this project. Not
for the faint hearted.
But wait. There's more. Roy also had an electricity
powered vehicle project on the go. This is really a
local High-School project that Roy is helping out
with and is destined to be an entrant in an electric
vehicle competition. The school group was due
From B kw to about 450 at the next stop. Bill and
Todd Moffat were just putting the finishing touches
together on their Ford powered Super Saloon car
for the season at Te Marua. This car has been
rebuilt dozens of times and it is absolutely
immaculate. It is also faSCinating to see the extent
to which the deSign of cars for this type of racing
has been developed. The list of special features
goes on and on including the special "just use it to
get started" clutch, quick change differential ratios,
off-set suspension, unequal tyre sizes and the
feature that appealed to me the most, a brace on
the front of the timing cover to stop the camshaft
sliding forwards in the event of a sudden stop.
Now, on the previous garage tour we had been to
see Terry De Graauw's 4WD competition
machine, and following this, first time out, he won
the Deadwood Rally. So, it was reasonable to
Martin Luca's Lotus 23 project looking
very tidy indeed
So, with many an admiring look back over the
shoulder it was round them up and head them out
over to Chez Dave at the Bertelsen Cobra shrine
ofTawa. So much to do, so little time. First off we
watched Greg Murphy win a VB Touring car race
on the projection TV. Then it was back down to
the garage where Dave showed us his project
Cobra. The body shell is slightly wider than the
17
original Cobra, and this makes for a few additional
conveniences. More room in the cab for one. But
also, it enables the body to be dropped onto the
chassis Dave is building which is based on the
front and rear subframes of a modern Toyota
Crown. This approach takes a lot of the
complexity out of chassis construction and lets
Dave pick and choose which of the original Toyota
features he will retain and which he will replace.
Of course the big V8 engine stays, but there are
plans for turbochargers and other subtleties as
the build progresses. This could take a while, but
in the meantime Dave has his six Cylinder Chevron
to drive around in and he showed us the new
side-curtains he is building to make this activity a
little more pleasant in the Wellington weather. And,
if the full-sized Cobra takes a while to materialise,
Dave can console himself with a unique collection
of miniature model Cobras that he has put together.
Cobras of all sizes and completeness having
been admired, off we went southwards to Steve
Strain's place. Steve's Stratos replica is already
something of a club icon, and a very tasty dish of
a car. Actually it is a dish of the all meat and no
potatoes variety and Steve's current project is to
improve the flavour by adding more meat. So with
the rear body panels off, the car now looks like
just a motor with a bit of a frame round it. To get a
bit more technical, the new motor is a three litre
Alpha V6, replacing the original Lancia 4. Along
with more power, the books are being kept in
balance with a prudent investment in new and
better brakes. Considering the increase in motor
size, everything seems to be fitting together really
well and the only headache remaining is how to
sort out a good configuration for the exhaust pipes.
performer, from the MG car club. The surface at Also of note was Rob Milne in his Mitsubishi GTO.
the "G.M. carpark" at Dante Road is excellent. It is It is not a small car, and he got really well placed
a good large area of smooth unblemished plant- without any great drama. This was achieved by
mix with only the regularly spaced grated drainage careful focused driving and I believe the
sumps giving any problems in laying out the technology in the GTO helped a bit as well. And it
events. It also has a row of sort of "bus-shelters" is always good to see John Bell sporting round in
with just enough bays to match the number of the Trivia. George and Steve shared driving the
open cars there on the day.
Road Rat and we had a little competition going
between us as to who could keep the inside front
wheel in the airthe longest.
The body ofDave Bertelsen sproject car
GeoffBrader showing how
its really done
The very brave Dave Bertelsen takes a
close interest in Roy s H20 experiment
And so the tour came to an end. I must thank
again the members who opened their garages to
us. Their hospitality and generosity is sincerely
appreciated. What goes on it the garages is the
heart of the club and these tours are the best
possible motivator to the rest of us.
We were able to run five events in all, including
one event with a garage in it and a bit of reversing,
but the others were basically zig-zaging round
the cones as fast as you could. Geoff Brader
with his MG Midget was the clear winner and
almost in a class of his own. It was great to watch
his mastery of the little car, spinning it around with
hand-brake turns, power slides and whatever its
called when you get going in reverse then swing
the front around to continue on in a forwards
direction. I think he must have done it before.
Steve s Stratos with new v6 bolted in
18
Perfect weather and a perfect venue. None of
that tedious sunshine that makes the tar go all
sticky, requires the use of gooey sunblock and
causes you to shed clothing and then forget
where you left it. No, we were blessed with a dull
overcast day with the occasional brief sprinkling
of a shower that served mostly just to make the
driving surface a little more interesting. We had a
good muster of 19 entrants including one star
Tony Wood in his Chevron
Three quarter's of the field were there for all five
events, so we got a good set of results.
Thanks Guys.
Sealed MotorKhana
24 November 2002
John Belljibes at the end of the
windward leg
Steve Strain having a go in the rod rat
Results in Figures
Overall
Driver
Event
Geoff Brader
First Run
26.72
24.50
31.09
39.22
38.88
MGMidget
Second
28.29
24.47
36.84
37.65
31.28
151.21
Best
26.72
24.47
31.09
37.65
31.28
2
3
4
5
19
2
3
Brian Worboys
Place
3
First Run
27.50
10
11
20
43.04
42.84
41.91
29.10
33.90
40.72
41.31
37.72
182.75
Best
29.10
33.90
40.72
41.31
37.72
Place
14
13
14
12
JohnB
First Run
38.18
39.16
50.00
49.28
50.06
27.72
31.25
42.22
38.31
26.66
27.72
31.25
38.60
32.84
2
13
13
Place
2
3
2
5
Rob Milne
First Run
26.75
33.31
40.50
40.44
41.81
Trivia
Second
35.50
38.82
999.00
51.40
999.00
MitsiGTO
Second
26.06
35.46
31.67
36.22
34.19
223.66
Best
35.50
38.82
50.00
49.28
50.06
33.31
31.67
36.22
34.19
Place
16
16
15
16
Ben
First Run
60.00
38.12
56.56
42.69
73.62
Second
48.91
43.94
40.00
61.10
999.00
73.62
Best
26.06
4
14
12
3
Brian Hanaray
First Run
26.75
31.41
33.25
39.88
35.97
Suzuki Quad
Honda Integra
Second
27.19
31.40
32.25
39.28
35.69
243.34
165.37
Best
26.75
31.40
32.25
39.28
35.69
Place
4
10
4
9
First Run
27.16
28.53
34.03
51.06
John Richardson
Tony Wood
Second
15
Best
48.91
38.12
40.00
42.69
Place
17
15
12
14
Naomi Bray
First Run
32.53
31.00
38.16
41.97
999.00
35.44
MGMidget
Second
30.34
30.50
39.69
40.50
999.00
1,138.50
Best
30.34
30.50
38.16
40.50
999.00
Place
15
8
11
11
Steve Strain
First Run
27.37
30.47
999.00
999.00
999.00
8
27.69
27.56
34.01
43.78
33.34
33.34
15
16
17
Best
27.16
27.56
34.01
43.78
Place
6
2
6
15
First Run
29.28
31.06
35.87
40.69
35.28
RoadRat
Second
27.28
28.62
999.00
999.00
999.00
49.97
39.22
35.13
3,052.90
Best
27.28
28.62
999.00
999.00
999.00
Place
9
4
16
17
Second
28.84
29.85
3
16
35.13
17
28.84
29.85
35.87
39.22
Place
13
7
9
8
JeffP
First Run
999.00
999.00
999.00
38.34
48.00
First Run
28.97
35.68
35.50
38.59
37.07
Midtec
Second
999.00
999.00
999.00
36.94
35.54
27.25
32.85
37.97
37.44
36.44
3,069.48
Best
999.00
999.00
999.00
36.94
35.54
27.25
32.85
35.50
37.44
36.44
Place
18
17
16
2
Mark Richardson
First Run
26.78
999.00
168.91
Best
Wendy Harding
Legacy RS
Second
169.48
9
29.38
Second
26.66
Chevron
8
First Run
RoadRat
Best
165.85
7
47.43
George Ulyate
Second
BMWZ3
6
38.60
157.07
Place
5
31.84
RoadRat
161.45
4
12
32.84
4
29.25
Best
6
17
18
7
Place
8
11
8
3
999.00
999.00
999.00
Matt Porritt
First Run
28.50
999.00
39.25
39.40
35.09
WRX
Second
30.72
999.00
999.00
999.00
999.00
Lotus 7
Second
27.22
31.34
36.91
44.09
35.03
4,022.78
Best
26.78
999.00
999.00
999.00
999.00
169.90
Best
27.22
31.34
36.91
39.40
35.03
Place
5
17
16
17
Place
7
9
10
10
Andy
First Run
999.00
999.00
999.00
999.00
37.25
First Run
28.50
30.15
34.34
39.57
42.00
Midtec
Second
999.00
999.00
999.00
999.00
42.62
Midtec
Second
28.18
29.46
33.53
39.04
42.56
4,033.25
Best
999.00
999.00
999.00
999.00
37.25
172.21
Best
28.18
29.46
33.53
39.04
42.00
Place
18
17
16
17
Place
11
6
5
7
First Run
28.25
30.84
42.84
40.50
37.16
38.81
36.29
38.81
36.29
Jon Loar
Richard Kelly
10
5
19
17
11
14
Replica Lotus 7
Second
30.82
28.85
40.34
172.54
Best
28.25
28.85
40.34
Place
12
5
13
6
Grant Major
First Run
27.78
35.47
34.53
42.04
37.32
Nissan 300ZX
Second
28.97
35.59
36.05
46.75
39.56
177.14
Best
27.78
35.47
34.53
42.04
37.32
Place
10
14
7
13
9
12
Pump Those Gears
OK Ankle-Biter, you better be sitting down for this
one.
If there is one thing that sets the top flight cars
apart from the wanabees, in every type of
motorsport, it's the progressive shift gears. If
you're still drawing H's with a stick, you havn't yet
made it. Nothing beats the simple concept of push
it to change down, pull it to change up. This type
of shift is really cool. Curiously, they don't seem to
be on offer as a bolt-on after-market accessory
to fit the popular performance model cars. If they
were, I should imagine every boy-racer and his
dad would be queuing up for them. Hmm. Does
this mean there might be a whole new market
opportunity for the innovative manufacturer of
alternative car parts? Hey, do you by any chance
know anyone who tinkers with this sort of thing?
So, how best to make a simple and robust logic
21
.--~-
mechanism that will convert the double throw into neutral, when you release the button, it
pump action of a progressive shift leaver into the engages the next gear. Maybe the time between
sort of motions that can connect to the typical the two actions can be translated into the force
shafts, leavers and cables that emerge from the behind the shift ram. Well, I think.! will leave it
conventional gearbox. This is quite a challenge. I there. Either you are already well ahead of me, or
have covered untold meeting agendas, restaurant you are waiting for my apology for wasting your
menus and bus tickets with spidery doodlings time. Go on, give it a go. And yes, Mr. TRIVIA, one
trying to come up with something half workable. could just buy a bike engine.
The best way is probably the same way that many
motorcycle gearboxes do it, with a cam plate of
3
5
some sort, but this is only half the story. You try it
and see how you get on.
Now, on an as yet unrelated subject. In the last
few weeks I have become somewhat acquainted
with the mysteries of the five-speed transmission
fitted to various small Mitsubishi and Hyundai cars
during the late eighties. Unlike most FWD models
of the period, these cars have their engine on the
left side ofthe car, and unlike the Hondas of the
period (also on the left) the engine rotates in the
conventional direction. So, how come they don't
go backwards all the time you might wonder? I'll
tell you. They have an extra shaft in the gearbox
which gives the drive "chain" through the gearbox
an extra reversal ofthe direction of rotation, and
every thing works out fine. Now, I believe the five
speed gear box was developed out of the old
four speed super-shift box, and rather than fit an
additional fifth gear into the conventional cluster
the cunning Mitsubishi engineers contrived to
install an "over drive" fifth gear on the additional
third shaft. So far so good. But it then proved too
difficult to contrive a mechanical selector system
inside the gearbox to engage the fifth gear, so
they did it externally with a switch, a vacuum
tank, a solenoid valve and a vacuum powered
actuator. Bizarre? Yes, but very true.
So, if thousands of Mitsubishi (and Hyundai)
drivers can shift their gears quite unwittingly by
switches and air-rams reliably for hundreds of
thousands of miles, this could well be the ideal
source of all the parts that you need to make
yourself a push button gear shift for your car.
This is not the whole story of course, but it does
open up an interesting avenue. Maybe it will not
work as well for first gear as it obviously does
for fifth. One though I had was to make the speed
of actuation proportional the engine revs. Another
thought is to arrange things so that when you
push a shift button in, it snatches the gear box
22
oon················~~~~:·~
r
2
R
tjW6W)
!
Vacuum
diaphram
rams
I
Schematic for a Potential Configuration
for an Air Ram Shifter
.. -.~~~~~-~~-----------,.-----~
GR006 design concept and chassis construction detail
RKGraham
With my interest in FI and Le Mans sports cars I of aluminum separated by a core material. It is
always had the dream that I may have one or the possible to obtain flat sandwich panels already
other in my garage, that I could take to a classic made. They are expensive, used in marine and
club race meeting. With the cost of a wife and aerospace sectors they are difficult to cut and
family my chances were pretty slim that I would shape.
ever realize that dream.
In the past I have been in Kart racing with some
success with my own chassis design. I have
built 5 chassis to suit different engine sizes with
good results club championships etc. The first
visit to Kart race meeting I enquired on the cost of
karts in race trim that I could have some hope of
being competitive in at the club level. The answer
I got was you have to spend X amount of dollars
on a factory built chassis to be competitive.
Looking at the design of the then current Kart
chassis I decided to build my own chassis.
Obtained the best of materials, 4130 steel for
chassis and imported components I could not
manufacture and made jigs to hold chassis for
wielding etc. The end result was a chassis which
was adjustable in caster and camber, and chassis
flex different to that any of the local Kart racers
had seen. Construction standard was up to the
factory karts. My first season in Kart raCing ended
in coming third in club championship for KTIOO
class. After that I had a number of requests for
my chassis and in the end five were made. From
that time I decided to do my own designs and not
accept the norm that you have to spend x dollars
on the factory gear to do any good at racing.
Workshop Layout
The method I have used is to fold my inner and
outer skins of aluminum to the shape of my chassis
design. Enclose 4 bulkheads to take loading from
suspension and motor mounts roll cage etc, with
a flat assembly surface marked out and supports
for bulkheads. The inside skin of aluminum was
riveted and bonded to extruded 25mm channel,
which had been bonded and riveted to bulkheads.
The core material was then cut and shaped to fit
between skins. The next stage was the bonding
of the core material to the inner and outer skins
with the outer riveted on. This may be hard to
follow see my drawing.
I decided to design my own sports car with the
end result a Le Mans type sports car that I hope
will look good and be competitive in club raCing.
After the design and construction of the
monocoque we moved house and our new home
did not have a workshop that would suit my
needs. A further 6 months went by before I had
my workshop constructed and set out so I had
construction area and a separate chassis
assembly area.
Changer
I obtained a copy of the FIA SR2 sports prototype
regulations and have worked from that for most
areas. The chassis is a full monocoque; this type
of chassis has torsional stiffness, which is
considerably better than the bathtub type of
monocoque that has been used in the past. The
chassis is of sandwich construction, two skins
Front bulkhead
The rear of the car has a Toyota 4AG 20-valve
engine, lightweight flywheel, raCing clutch,
fabricated bellhousing. The gearbox I have decided
to use is a VW type 1 transaxle with 3rd and 4th
gear ratio change. I looked at a number of different
types but the main problem was the length behind
23
,
the diff of the gear clusters. One of my design
objectives was to keep weight within wheelbase,
so the VW was the best in this area; the only
problem would be its ability to take the torque of
the Toyota engine. The off road racing in USA use
this type of box and have a number of heavy duty
parts and ratios available to suit, so the cost is
considerably less than a Hewland gearbox
Sabre News and Toyota Caldina CVs.
Pete Bronlund
Fabricated bellhousing and rear
bulkhead
Gear change and dash bulkhead
Suspension will be double wishbones with antiintrusion bars on front with push rod front and
rear operating bellcranks to damper/spring
assemblies. The shock absorber body's are my
own design and will have Penske valve
assemblies. The uprights will be fabricated in stee.
I looked for a production based type but was not
able to find suitable type to suit my suspension
geometry. I have ordered the steel for suspension
and made a start on the construction of the front
uprights, using 4130 for aims and 1040 for
uprights.
Damper bodies
That is my progress to this time, slow I know, but
I tend to build a item and if not look right start again
until happy with end result
Right: Engine with sump fitted
24
So update. The rear taillights are mounted ... the
Corolla type but I'd much prefer to put some circular
'somethings' in there. The decision to alter things
is out on that one for now. It would take a
considerable amount of modification ... maybe
later.
Air, oil and fuel filters with packs of diesel sump
oil, trans fluid and a trans maint kit were collected
from the local REPCO. The Caldina has clocked
over 200,OOOkms now. The trans has never had
its fluid changed.
As you do (as the saying goes) I put the car up on
I've changed very slightly the fresh-air delivery axle stands and proceeded to drain the sump.
inside the dash and molded a new duct The one property of a diesel engine is how black
arrangement. This will allow external air to flow and dirty that oil is. Once on your skin, anywhere
from central vents in the dash. Great stuff it appears to permeate to just below the surface
fiberglass, I've been having lots of fun with it. We of the skin. Whipping offwith a rag I can still see
all know that the only thing you can't make with it it there. I'm not certain if this is truly what is
remains locked inside someone's' imagination.
happening but it wouldn't surprise me.
Construction method note the use of
angle extrusion between sheet face
Interior bulkheads and pedal assemblies
The Sabre hasn't really progressed as much as place. It's really more akin to that kind of smell you
I'd planned by this time this year. I guess that I'd get from a hay-barn when you first enter, at least
become a little too bold and assumed that things that's what I keep telling myself. I'm certain that
were going to come together so much easier than once the car goes outside into the sunshine or is
I'd ever imagined. I've been finding that if I say run on the open road all these pongs will diSSipate.
plan to do job 'x' and allocate some time for it say
I will build my own wiring loom soon because the
a day I find out pretty quickly that job 'x' is going to
original Cortina one does not have much to do
take days rather than that day! What happens
with what I've designed into the car. Also, the
next is I have to leave things because other
state of the original loom is very dodgy. The
projects totally unrelated to the Sabre crop up.
instruments are modified from an Audi too. I
Projects such as (silly really) simple but necessary
shortened the cluster to remove all the central
catching up on sleep (I'm a shift worker). I know
stuff.
so well like all tasks, it becomes the eating an
elephant concept where you do it one tiny piece So that's where the Sabre is for now but talking
at a time so I know I'll eventually arrive at a finish. of those other projects, my daily driver needed
People, friends and relatives look blankly at me some serviCing. Being a car-freak I just couldn't
when I have to answer their questions about how let a garage charge me up to $50 an hour labour
my kitcar isn't coming on.
(hell that's money I can use on the Sabre).
The new heater box is assembled and installed
along with the vent outlets and controller. This all
had to be reconditioned from another set because
the one I'd done previously ended up as a foul
smelling rat-nest last summer when I put the Sabre
into storage. This was during the basement
subsidence fiasco, but hey now I'm really enjoying
the larger work area I have as a result of all that.
A heavY-duty battery cable from the Audi has
been run from the boot to the starter. That was
easy.
Interestingly, every now and then as I work on
the Sabre I cop a whiff of rat pee from some
As my supply of Amsoil had dried up and I've
taken some advice and decided to change over to
a semi-synthetic. I actually found another outlet
for Amsoil but they have some weird payment
method that after driving 60kms to them especially
to be told this I wasn't impressed. I voted by trying
someone else's product. I know it will reduce my
running distance between changes but that's not
a worry. The 2C engine has done those
200,OOOkms plus the probable clockings whatever
that amount is (this is after all an import) so moreoften oil changes can only be good. I ran an oil
flush too prior to the draining.
25
I
II
, I
-------,--._--_._----------
That sorted I drained the auto and dropped the At this stage the question was do I take on a
pan. I'd never looked inside this box before so repair like that or ... of course I can. I went on the
was down right excited. What I found was a bit Trademe site and asked the question just how
of an anticlimax. Most autos I've seen have had all hard are CVs to fix. One chap called Ian said they
manner of scary things in their trays, so I suppose were pretty easy. But I'd need to drain the
I shouldn't complain. There was a small spot of transmission!
tiny metal chips and the magnets were pretty fuzzy
Live, look and learn folks. If I'd not been
with fine metal powder. I think too that since I
concentrating too much on the other tasks I'd not
changed the fluid the old varnish products from
noticed the CV boot. With the car in a road usable
the old fluid sticking to parts in the box and torque
state, another trip to Repco and I picked up a new
converter will start to shed off. Whatever, I guess
boot, 30mm socket and another pack of trans fluid.
that as it stands indications are the box is wearing
I didn't want to risk filling the box with contaminated
and will eventually need a going through. At the
trans fluid that'd be drained out. Bit wasteful eh?
moment I vouch it's working fine so why worry?
I installed the new filter.
Back at home, crack the 30mm nut holding the
halfshaft to the hub and back on stands. Drain
So I finished the other bits and pieces, especially
trans and ditch off the brake caliper. Crack the
the fuel filter which I dissected just for a nosey
bottom ball joint and a whack to the halfshaft end
look. What a pile of filth, (particles of what looked
(nut still on during this) separate those rusty
like soft mud) inside which concerns me because
splines. Impressed how easy it all came apart
I ask myself, what kind of diesel are these fuel
untiL .. the halfshaftjust wouldn't leave the box.
companies supplying?
Toyota series FWD boxes (this one is an A241 F)
All finished and a final check when all of a sudden,
tend to have a snap-ring in a groove across the
hallo look at the LH outer CV boot. It was cut and
spines to hold the shaft in. I guess if the shaft fell
grease flicked everywhere. What a mess it had
out in an accident situation that trans fluid would
become.
rain everywhere and fire could be possible? I
tried and tried and could not budge the thing.
Toyota inner CVs have an outer channel in the
casing of what covers the trident bearing sets
inside. On the RH one it's easy to access and you
can drift it out with persuasion of a club hammer.
On the LH side it's way covered up by the confines
of the gearbox transfer case casting. The strike
angle is useless it seems. Kiwi kitcar builders have
to improvise. I modified my hub puller by adding a
different smaller center and a large 50x25x400
bar.
)
The prongs just fitted around the inner CV within
the clearance of the gearbox casing and once
hooked up I started the pull. A block of wood
protected the gearbox. The entire Mac-strutt had
to removed to allow enough room to work. With
as much tension as possible on I was able to add
a bit more persuasion with a drift at a slightly
better than impossible angle and the club hammer
and 'click' the halfshaft popped out. Phew.
Removing the old grease from the boot was a
chance to become even dirtier. The CV was
perfect after a clean with compressed air.
Assemble with new boot and that special grease,
the entire put-back-together job took less time than
to write all this! Pouring trans-fluid back in took a
while though because it's awkward to judge what
level it's at in there since it goes in through the
dipstick tube.
All happy and there you can see what kinds of
things become 'other projects' away from finishing
the Sabre. And I've just been asked to take care
of a water pump replacement on a Mitsy Lancer.
That'll have to keep till the weekend after this
though.
Work tonight, a night shift and I am on this weekend.
I'll guess I'll see the Sabre sometime ...
President's Report December 2002
I was playing round with an anagram generator the other day. Typing in constuctors car
club revealed "cult scorn actors" - hmmm I thought, I could be on to something here. Half
an hour later I had some of the committee members name's producing interesting results
- See if you can spot them below:
1)
2)
3)
4)
5)
6)
7)
8)
Hot rap, raw lick (or) Lack whirr atop.
Ran at Mr Jog.
Voltaicdud.
Rotund dorsal.
Total ants.
Bison by arrow (or) Sir Boar by now.
Dinghy warden.
I've tartness.
Now don't go looking for the answers in the back of the magazine because there aren't
any. However, because it's Christmas I will award a chocolate fish to the first person who
E-mails me the answers,
On another topic entirely, I was attending a civic function the other day when all of a
sudden I came across a man wearing a red suit with white fur edging - weill thought it's
too early for xmas, Santa must live in Lower Hutt council offices - Amazing! Sadly, it
turned out that it wasn't the man himself but none other than John Terris our local mayor
in his mayoral regalia. So, if you see a man in a red suit in Queensgate this Christmas I'd
advise you to look very carefully before you tell him anything!
Finally, I'd like to wish you and your families a very happy Christmas and New year. I look
forward to seeing you all again next year.
Regards,
Jon.
Trans 1 box
26
Puller
I
27
-------------------
j
n
928. It was not the sort of weather for an open
car and we all had our soft tops up. The main
difference between the soft tops of the Sabres
and the Fraser 7's soft top was that his looked
remarkably like an umbrella with a man hanging
desperately onto it. I was starting to ponder the
areodynamic advantages of an umbrella over our
more conventional tops. Roger stated that once
GT40 on display
the car got going he no longer needed it and
although I suspected that once the car got going My views on 7 type cars are well known however
he would no longer have it I politely accepted his my views on their drivers have risen to new
explanation.
heights. Following behind Roger's Fraser as we
headed for Manfield I was impressed by his
commitment. Despite the weather he told me that
once the car warmed up it sometimes actually got
too warm. Driving along behind him and seeing
him wearing gloves, thick jacket and a beanie with
a little pompom fluttering in the wind as he wiped
the water off the inside of his windscreen, I did
wonder if today would be one of those warm
times or not. "Yep, 7 drivers are certainly unique
people", I thought as I reached my dry sweatshirt
clad arm to turn the heater up another notch.
Manfeifd and Son
By Patrick Harlow
In my family I am the key petrol head and my
youngest son is following in my footsteps. As
much as I hate to admit it, my oldest son has no
interest in anything automotive what so ever. I
have tried to get him adopted a few times and
almost did it once but then my wife discovered
that the fridge was not being emptied daily and
did a head count.
Not surprisingly his stopping manoeuvre was a
little bit abrupt necessitated by the amount of stored
inertial energy the car had and the short distance
to the bumper of the car in front. Once I
remembered I started deep breathing again. This
was not made very easy by the morbid turn the
conversation took as Graeme started asking how
easy it was to repair fibreglass cars after they
Graeme, my youngest and 15 years old, was keen have been in accident. I answered his questions
to go to Manfield and even more keen when I and thought of rotisserie birds and birth control.
informed him that he could drive my Alamc Sabre Eventually the conversation finished and my
part of the way. By the time the Saturday morning stress levels had lowered to a level of being merely
came around it was past raining cats and dogs, panic-stricken and Graeme said, "This is fun."
they were sitting inside drying by the fire, and I Admittedly those were not the same thoughts
started to wonder if it was a wise decision I had going through my head but being conversational I
made. It would be Graeme's third driving lesson. agreed and said I always enjoyed driving the car
Although the carwould not be insured I decided no matter what the weather. Graeme said that
that I would keep my promise and thinking of how was fun but it was even more fun when the car
a bird will push its young out of the nest to get it to goes through a deep puddle and you can turn the
fly I would do the same. It was only when we wheel and the car keeps going straight ahead.
were heading down the drive car with "L" plates "Really?" I squeaked. "Dad your voice has gone
in place and me belted in the passengerseat that all high and you are starting to hyperventilate,"
I pondered more on that story. The first few times said Graeme looking at me with concem in is face.
that the birds were pushed out of the nest they "Keep your eyes on the road," I said, "and if I a
had a very short first flight totally obedient to the should kick the bucket don't you dare revive me."
power of gravity. Stopping was sorted out by the After which I started to explain aquaplaning and
first solid object they came to which was the gave reason why it was definitely a bad time to
ground. Taking a deep breath to calm myself I kept play with the steering wheel.
my thoughts firmly in my head.
Seeing the Paramata Service Station I told Graeme
Once on the motorway I had a minor fit when to pull over and get some petrol. Once we stopped
Graeme indicated to change lanes coming up to a I said that seeing as the weather was so bad it
set of traffic lights and switched the wipers off. might be a good idea if I drove from now on and
(European controls are opposite to most New yes my hands were shaking but that was because
Zealand cars) Immediately all forward vision it was so cold. While I went to pay for the petrol
vanished in clouds of water. Reaching quickly my son retrieved his "L" plates that had fallen in a
over I turned them back on and explained nearby rubbish bin as I had gotten out of the car.
remarkably calmly which lever to flick. My son
was unfazed by the event and remarked that it Due to this delay we were a little late arriving at
was cool the way everything just vanished. I took the Plimmerton Weigh Station which was the
more deep breaths, thought about how stupid agreed meeting point. There were only four of us
birds were and suggested that now would be a that morning ofwhich three were the homebuilts.
good time to start to brake as the lights were still Myself in my Sabre, Ron Lowe in his Sabre and
red. He started to brake and by no mere Roger Bramley in his Fraser 7 with the fourth car
being Roger Price in his very civilised Porsche
coincidence I started to breathe again.
28
s
As always it was a good display with a
good range of cars
Once we got past Foxton the weather cleared
POWDER COATING IERVICE./ LTD
Epoxy and Polyester Powder Coating Specialists
Automotive componentry, wheels, chassis,
suspension, both old and new our speciality
.0<
Sand Blasting - Chemical Stripping Service
- Latest technology pretreatment systems
51 Port Road, Seaview
LOWER HUTT
PhonefFax (04) 939 2222
After Hours: (04) 566 6209 or
021 543 943 (Dave Beazer)
29
and it would remain overcast and warm for the
rest of the day. Driving into the pit area at the track
Ron Robertson, Dave Beazer, Darryl and Matthew
Cooley had arranged an excellent spot to put on
our display which was right in behind the main
grandstand area. For this show we would be
displaying a lot of exotic cars and a Fraser 7. The
interesting thing was that the two Almac Sabres
looked very tall beside the Three GT40s and the
two Sakers. The Sakers were even lower than
the GT40s which were at the official 40 inches of
height. The GT40 of Phil Jenkins and Matthew
Cooley were pretty special as both cars had only
been on the road a week. All the cars looked
pretty good including Roger's Fraserwith its baby
blue fenders and brightly polished Aluminium
panels which must have taken a lot of elbow
grease. (No I did not say "baby blue" to have
another dig at its diminutive size. That is the way
my son described it to me. I am colour blind and I
innocently asked him to describe it to me.) The
Sakers and my Sabre were also blue. Two of the
three GT40 were Phil Ware kits, one was in Lotus
colours and the second was maroon and silver.
The third was red with white stripes and was a
British imported kit. All their owners had driven
down from Auckland to see the Ferrari F40. GT40
owner Bryan Ireland had a reasonable degree of
input into its construction.
As per usual the racing was superb. The way
the MG Car Club organises this event makes it a
must see for anybody who is interested in
motorsport. With only six laps per race it is easy
to keep an eye on the front runner as well as be
aware of what else is happening in the race.
Often in longer races once cars start to lap each
other it is very hard to work out who is in front. At
Whittakers it is very easy, as the car in front is
always the one coming first. It is great for
spectators with plenty of examples of skilful
driving. Highlights ofthe races for me were seeing
two club members, Bruce Turnbull (alias Burt) in
his Saker and Colin young in his Chevron, had
some very good races. It was faSCinating to watch
the two litre Saker tangling with the seven litre
Dodge Viper GTS. On the straight the Dodge
would storm past the little Saker only to passed
on the corners. True David and Goliath stuff.
concerned. It was wet and it was cold. The amount
of space that you took up on your seat was
governed by the width of your umbrella or Fraser
soft-top depending on which side of the line you
decided to walk. Darryl Cooley who had been
here before came prepared. He did not need a
soft-top instead he was dressed as a bright
yellow Abominable Snowman, actually more like
a lemon than a snowman but he was happy. The
weather also affected the number of cars that
turned out and we only had the additional cars of
Roy Hoare's Red Heron to replace one of the
GT40's that had to go back to Auckland and John
Wilson's bright yellow Ferrari Replica.
Slightly soggy but enjoying the lack of crowds on the Sunday. From Left to right;
Matthew Cooley, Steve Strain, Mike Boven, Roy Hoare, Graeme Harlow,
Darryl Cooley and Dave Beazer.
Interior of Bryan Ireland's 357 Chevy
powered GT40
The whole point of the weekend for us was the
lunchtime charity drive around to raise funds for
Cancer. While we were waiting to go on the track
I put up the Sabres Targa top with an umbrella in
the middle but nobody saw the joke and my seat
got wet. Eventually we went onto the track and I
was the fourth car to go. By chance it worked out
that I would be following the GT40s and the Ferrari
F40. Actually follow was probably too strong a
word. "Gradually fall further behind but wished I
wasn't," is a more accurate term. Still Bryan
Ireland's GT40 looked quite impressive with flames
billowing out of its exhaust as it disappeared into
the distance. Due to the weather there were not
many punters and I only had three circuits of the
track. In the end I think about $800 was raised.
All this time Graeme had been quietly succumbing
to hypothermia as he had decided that it was not
cool to wear bright yellow plastiC trousers in any
Sunday was a day that separated the men from area that might contain girls. He had given up
the boys at least as far as the spectators were wearing plastic trousers the day he was toilet
30
trained and he certainly wasn't going to start now.
Now he was literally quite cool, and girls did not
interest him any more, (at least until he thawed
out) so we decided by mid afternoon to call it a
day and head home.
Graeme's temporary lack of interest in the opposite
sex also extended to his desire to drive the Sabre
home. Thus it came about that a few minutes later
I came up to three cars trawling behind a car and
trailer on the Foxton straights. An opportunity had
arisen to enjoy the Sabres performance which
can be translated to the right foot playing with the
loud pedal. The fact that a BMW Z3 was coming
up behind me in no way influenced my decision.
With a clear way ahead, right foot was depressed
as far as the fibreglass floor would let it, indicator
was flicked and the BMW started to recede. I had
passed three of the cars and was level with the
trailer when disastrous "Steve Strain" event
occurred. Suddenly all the electric's cut out and
the battery warning lamp came on, acceleration
changed to deceleration and the traffic coming
towards me in the distance jumped forward about
2 kms and suddenly seemed to my startled eyes
to be almost up to my bonnet. Fortunately there
was sufficient gap between the trailer and the
car behind to nip my rapidly slowing car into and
Manfeild 4
then a sealed edge to stop on. Graeme said, "Wow,
that was cool dad, but your face has gone very
white." "Justwatch the road son," I said. "But I am
not driving," he said. "Now is not the time to be
pedantic," I replied. Once I had checked that heart
and lungs were still working I investigated the
problem and discovered a bad earth on one of the
fuses. After scratching it with my fingernail I
managed to get a good contact and the car started
up again. The journey continued far more
cautiously after that.
In spite of the weather I really enjoyed the
weekend. It was good to catch up with seldom
seen members such as the Auckland contingent.
Graeme enjoyed it to and is looking forward to
driving the Sabre the whole way next year.
31
New Members
The Constructors Car Club warmly welcomes the
following new membersjoining over the last 2 months...
Bryan Barber:- GT40 Replica, Lower Huff (ph 939-2276)
E-Mail: [email protected]
Bryan has been involved with the club almost from the start as one of its first advertisers,
Barnicol Engineering. When he paid for his advertising he always included in the cheque
a little bit more to cover the cost of receiving a magazine too. Now he has purchased a
GT40 kit which was first sighted at our recent car show.
Tony Chatfield:- Saluki, Lower Huff (ph 563-6233)
E-Mail: [email protected]
Lesley Walker:- Electric Vehicle,
Tony is the owner of a very rare New Zealand kit car. It is called the Saluki and was
originally designed by another member Sam Lyle. Tony's car is one of only five made
with his example being purchased as a kit but never built by its first owner. Now Tony
hopes to change all that.
Wellington (ph 232-3654)
E-Mail: [email protected]
Lesley has long had an interest in electric vehicles and hearing of our club though it a
good place to be so that she could start her project.
John Lewis:- F2 Sports, Waikanae (ph (04) 293-3044)
E-Mail: [email protected]
After seeing the motorbike powered Westfield XTR2 John was hooked and intends to
build something similar. John's car will be based on a 21tr or a motorcycle engine and
will weigh less than 500kg.
Shane Parker:- Lotus 7 Replica, Paraparaumu (ph (04) 902-2601)
E-Mail: [email protected]
Completed Saluki possibly the back
of a younger Sam Lyle.
Saluki exposed.
Shane purchased the car in the semi complete state as can be seen in the photographs.
Now he is keen to get it on the road. The project was originally started in Christchurch. If
anybody has any further information on this car Shane would greatly appreciate it.
Right: Rear picture of how
Tony s car should look like
when it is completed.
Bruce Graham:- Atom,
Wellington (ph 938-4873)
Shane Parker s 7 showing
seats in place.
Almost but not quite
complete Parker 7.
E-Mail: [email protected]
Bruce is building a car based on the UK designed Ariel Atom with Subaru running gear
and engine. It will be a full spaceframe chassis with exposed frame, mid engined with
rear wheel drive ..
Andy Osborne:- Wellington (ph 232-5767)
E-Mail:
Andy has been involved with cars a long time of mainly the Hot Rod variety. He is a car
certifier and keen to get a handle on what we do.
32
Geoff Hinton:- ??, Masterton (ph (06) 377-5734)
E-Mail: [email protected]
John McGregor:- Lotus 7 Replica, Christchurch (ph (03) 351-7668)
E-Mail: [email protected]
John is another car manufacturer who joins us abiet a new one. It started with the
desire to build a Lotus 7 type car that would fit a Kiwi with longer legs and big feet. The
result looks just like the original but it is 50mm longer.
33
Owen English:- Dax Cobra, Nelson (ph (021) 705-770)
Pat O'Shaughnessy:- Justin, Katikati (ph (07) 549-2802)
E-Mail: [email protected]
E-Mail: [email protected]
Owne found out about our club while he was living in the UK. When it came to move to New
Zealand he got in touch and soon joined. His car is the Dax Rush which is a kit from D J
Sportscars ltd in the UK. Although it was road legal over there it will need some minour
work done to it before he can register it for New Zealand roads. We look forward to seeing
sometime in the near future.
Pat is another member who joins us from the Bay of Plenty. Having ben a Morgan Fan
for years he has decided to make one of his own. And like Ross Bridson it will be his
own design and from scratch
Paul Waddell:- Platinum 356 Speedster, Auckland (ph (09) 575-6636)
E-Mail: [email protected]
Owens Dax Cobra is shown
here in the UK with its
native plates
A warm welcome back to .....
Kevin GiII:- Fiberfab Jamaican, Porirua (ph
233-9120)
E-Mail: [email protected]
Bryan Ireland:- Phil Ware GT40, Auckland (ph (09) 527-7509)
E-Mail: [email protected]
Bryan has been into cars for many years staring with midgets on the speedway track.
Over the years his cars have gotten bigger and now he owns one of his ultimate dream
cars the Ford GT40. Powered by a 350 Chevy to get the best of both worlds. Bryan's car
has been on the road for a year and is used as an everyday motoring car.
Bryan Ireland's GT40 is an
excellent example of what Phil!
Ware GT40 can be made to look
like.
Kevin originally joined the club in its foundation
year back in 1988. By 1991 his interests had
changed as he got involved in motorsport racing a
blue Corvette Stingray. However a recent
purchase of an American kit car called the
Fibrefab Jamaican turned his attentions once
more towards us. The car is styled along the lines
of the Lamborghini Miura with Triumph TR6
running gear. His is the only one in New Zealand..
Line drawingfrom a Fiberfab
sales brochure and shows how
Kevin Gill's car should look
when it is finished.
Ray Marryatt:- Upper Hutt (ph 972-2324)
E-Mail: [email protected]
Ray is yet another foundation member who has found his way back to the club in
spite of our shifting location three times. This time he has rejoined with the
intention of building a car as he now has the time.
Nick Jenkins:- Phil Ware GT40, Huntly (ph (07) 828-7816)
E-Mail: [email protected]
Nick drove his car down to the recent Whittakers Race Day at Manfeild
along with two others. Nicks car had been only on the road a week at
this time and is powered by a Ford 302 V8.
On the road for less than a week this
car of Nick Jenkins has been
exceptionally well finished and we
may see it at "Skite Nite" next year.
34
35
Last Month's Quiz Car
Of brakes, wipers, oil leaks and Bedford trucks.
Or...whv am I insane??
A "Montaverdi Hai". This car was built in
Switzerland circa 1970. Hai mens shark in
German. The car was a Euro/American hybrid
being fitted with a 7 litre Chrysler Hemi 450 SS. It
is mid engined and has a top speed of 180mph.
Grant
A strange title you may say, But all relevant and
intricately interwoven. OK that's all the big words
used, lets get to the story. I happen to be the
proud owner of a Taipan. Red, Targa top, 2 seats
and 1600cc of throbbing VW horsepower!! Well
throbbing anyway. I'm lazy too, I bought it not built
it. BUT I have since discovered that these things
are never finished.
A compression test showed zero on #3. Out comes
the motor(45 mins).one new valve, two rocker
gaskets and we are racing. But now what? Left
hand exhaust blows a lot of white smoke. scratch
head a lot. motor on floor again(20 mins ).pull head
off and measure ring gaps. Buggar me!! 3mm ..
Some clown has fitted 85mm rings to 87mm
pistons. Fit new rings. Sweet now. But wait
there's more ... oil on the floor again ... motor out
again (13mins, dam I'm good). Fit one complete new
gasket set. Sweeeet as.
But no. still oil on the floor. Oh buggar it. I've decided
that vw's are like british bikes "born to leak". I now
firmly believe it's not leaking oil.. It's simply marking
it's territory!!
young auto electrician at the Hutt Polytech. A mate
and I were walking down the street discussing a
trip to visit his friends parents in Wainuiomata .The
bloke was an engineer of some sort. (Who can
sense the impending doom already) We are still
not sure what sort either. About this time a horn
blared behind us. Discretion being the better part.
of valour we vacated the footpath for the road as
a blue Bedford truck tried to mow us down. And
thus was my first meeting with Roy Hoare. Despite
this Roy has been a good friend over the years.
I've watched and helped as foam became Urba
car and a pile of God knows what became a
Heron.
I was invited to the car show and will repeat
what has already been said, awesome and well
done. After having met a few of the club members
over the years I've finally become one as well.
The hospitality and group spirit of the club is
amazing and everyone I talked to was open and
willing to share information. Good stuff, keep it
up. Till next time, Have a safe Christmas and merry
motoring.
This Month's Quiz Car
Year, manufacturer, and any other specs. please.
The brakes were another saga .After much
whingeing, whining and chucking toys out of the
cot, the lack of rear brakes was traced to the
flexible brake hoses. These are a problem( WHY
they are only 30 years old??)The inner perishes
and clogs up thus no fluid flow. It is quite common
on early VW's so be aware.
36
P.O. Box 40483
Nicolaus Street
ALMAC
CARS
Next to that is an AE82 corolla which I rally and
will soon tryout at Taupo. But we bounced it off a
bank last week so now I have to fix that as well.
Not a good month at all.
I can guarantee that one person reading this knows
where the Bedford truck story is coming from
and going to. Away back in 1987 I was but a
AlmacCars
!RLMR]J
Also in the shed is a 1968 Chev Impala. This
monster has problems with wipers but that's
another saga.
UPPER HUTT
Tel/Fax: 04 528 8680
Johns 23B from the
Show pic Library
Contact: Alex McDonald for Brochure
37
F
The Ankle Biter's Column
Have you ever had one of those inspirational
moments when you suddenly see where you
want your life to head? Well recently one of my
horoscopes (hey, I only read them for fun but it's
always interesting to see how close they can
mirror your life sometimes) said that I should
unburden myself of my excess baggage and
concentrate on what I really wanted to do. I took
this to mean that I should start clearing out some
of the years of accumulated junk (once treasured
bits and pieces) in my basement and start building
the vehicle that had slowly been forming in the
back of my mind. Besides, with the cost of
registrations and insurance's for motorcycles and
cars rising all the time it is time to down size my
fleet.
I asked myself whether I would ever find the time
to finish designing my '34 Ford project front and
rear suspension. Seems that if I want to do all the
other things in my life - no. So the decision has
been made to start clearing all the junk that has
been accumulating on the chassis and inside the
body shell out of my garage, no small task in it's
self, and prepare it for sale in the very near future
- you can't rush these things.
Since I finished my Leitch Super Sprint in 1995 I
have only managed to get
12,000 odd km on the speedo.
Seems I don't use it enough.
Maybe it should go also.
Anyone want a good little "7"?
This is not a priority though; it
is still fun to drive. It will be
very hard to let it go.
a decent twin exhaust system on one of those
and the sound would be magical. This time the
vehicle would have to be very practicable,
sometime I could drive and park anywhere with
out worrying about it, something that I wouldn't
have to wear special shoes or extra clothing etc.
Other vehicles to go will have to be the old '77 HX
308 Ute and the trusty '86 Econovan. I just spend
too much time fiddling with these old girls just to
keep getting warrants.
How to get even more time? Time to consider
letting someone else have a turn at the secretary's
job. I will have done it for 3 years at the next
election in April 03. Yeah, time someone with good
hearing did it, someone taller so the meeting can
see him or her at the front desk. Now we are
getting somewhere. And how much of this will
actually happen? Who knows, but with out
dreams and a target you won't get anywhere. So
here's hoping I can find the time and inspiration to
make it happen. You read it here first.
Oh yeah, merry Xmas and a happy New Year, till
the January meeting.
Cheers, The Ankle Biter.
RAMBLINGS OF A
SINGLE-MASTED BARSTOOL
There are dreams and there are dreams, and then there is reality, BUT, in the
middle of al/ this there is 'The Paper Exercise'.
I began my paper excercise on a again considered, but rejected,as the Subaru hub
cold and wet day, when it seemed had lumps and bumps in the wrong places.
there was nothing better to do. I had
been toiling on the Beast and was Modifications to the upright were also drawn and
getting more and more frustrated as things were considered. These however were deemed to be
not going to plan. So I sat down and had a think. In too radical. A further search in the wreckers
the shed I have a Subaru 1800 push rod motor produced the rear end of a four wheel drive
and five (six) speed gearbox. The axles were Subaru. This provided hubs, axles, brakes and of
ancient, with the old Subaru four stud (140mm course the required 100mm pcd. This was also
pcd) hubs. I also have Ford Granada front uprights, aboutthe time of the CCC car show. Sat right next
hubs, discs and calipers. In amongst the rest of to the beast was the new Berry chassis for the
Almac Cobra. This sported cast alloy uprights. A
the junk was a set of new Falcon 15" wheels.
short time, and some cash later, I had a pair of
How to amalgamate all these bits so that they these. Drawings again showed that with some
resembled a car. Hence the Paper Excersize ?
machining the Subaru hubs could be reduced to
Questions were:-(1) Will the Falcon wheels fit tubes which could be pressed into suitably
the Granada hubs. Ans. No. (2) Will the Falcon machined holes in the uprights. The rear brakes
wheels fit the Subaru hubs. Ans. No. Undaunted on the Subaru incorporate a drum type
I hit the drawing board. After carefully measuring handbrake,this is achieved by a top hat shaped
the bits I had, I Committed them to paper. This disc, so the backing plate from the Subaru has to
done I then went about finding ways to make the be fitted to the upright as it holds the calipers and
bits fit each other. This of course involved all kinds the handbrake shoes. Drawings show it can be
of brackets, adapters and contrivances, which done.
became nore complicated as time progressesd. I
had compounded the problems by producing a
set of parameters into which all the bits had to fit,
with the proviso that two humans, a fuel cell and
some baggage were also provided with
comfortable space.
So what do I want to build?
Well that would be telling but
it will have to have a proper
roof and it would help if I could
stuff my Chevy 350 V8 that I
have on an engine stand into
it, but a Holden 3.8 V6 would
also give me enough grunt. A
big straight 6 would also
appeal - the motor from a late
model XR6 would be ideal. Put
As time progressed it became apparent that some
of the bits were not going to fit. The front hubs
were found the be identical to those on a Cortina.
The uprights were a tad different, but could be
replaced by those from a Cortina. The caliper bolts
were the same, and the brake rotor, while
ventillated on the Granada, lined up perfectly .
The only problem was the wheels. I wanted 15".
After a short search in a wrecketrs yard I found
that the pcd on a later model Subaru were at
1OOmm as opposed to the 105mm of the Granada.
Several drawings later I had the hubs mated to
Subaru wheels by way of an adaptor plate. The
method was simple and did not require any
modification to the hub, other than pressing out
the studs. To explain would take a whole article!!!!.
38
The problem was at the rear. Adapter plates were
So there you have it. A Paper Excercise that has
not only shown that something could be done,
but has in many cases contributed to the solutions.
I do like making mechanical drawings, and it does
take the tedium out of cold wet nights.
To the Beast. I found a leak in the master cylinder
reservoirs. No amount of clamping would stop it
so I epoxied them on, no good, brake fluid turns
epoxy into jelly. Fortunately a friendly car maker
had some small units in stock, so the problem
was solved by replacing the faulty unit. So on to
bleeding the brakes which was to have been done
last week. Ah! the joys of car building.
I take the opportunity of wishing both Dave Frow
and Philip Derby speedy and total recoveries from
their injuries.
To members and their families, I wish you all a
merry Christmas and a happy and prosperous
2003. May your wishes come true and your cars
pass certification.
I am The Barstool'
39
RESTORING A LOTUS ELAN OR WHAT TO DO UNTIL THE
PSYCHIATRIST ARRIVES!
Instalment 3: Rear Suspension Rebuild
Lester Reader
The next stage of the saga involved the rear
Chapman Struts, springs & wishbones.
came apart by unscrewing the top retaining ring/
seal assembly.
Wishbones
Springs
The rear wishbones were originally fabricated
from mild steel tube & are wide-based at each
end - rather like a short, two stepped ladder with
a diagonal brace.
Once I had cleaned the springs with a water blaster
& liberal use of emery tape, they proved to be
undamaged. Their length agreed with the good
book so I merely sprayed them with etch primer
followed by a couple of coats of red enamel. I
have found in the past that enamel seems to last
better on springs than lacquer, assuming you don't
want the expense of chrome plating them.
Under the crud, these were not in too bad a
condition. After cleaning them up & pressing the
remains of the bushes out I found that here was
only a minor bend in one due to some idiot putting
a jack in the wrong place plus the usual stone
gouges & dents. After some minor realignment in
a press, I filled all the minor damage by gas welding
using mild steel rod then dressing them up with a
power file. (These are wonderful devices, which
can save hours of filing & sanding!) I finished
them off by electro-zinc plating and the usual POR
15 treatment.
I was lucky enough to get a set of new 'silentbloc'
bushes from a fellow Elan restorer who had
bought them in anticipation then found he didn't
need them. I made up suitable mandrels, then
pressed them into the wishbones with a liberal
coating of 'Loctite 601'.
Chapman Strut Assemblies
At first sight, these were a mess with damaged
alloy housings, oil everywhere and the whole lot
covered with the dirt of ages. The first thing was
to completely strip them & find out what was really
wrong. Stripping was relatively simple except
that the hub shafts and hubs are mated on a taper
& these are usually difficult to break free. I turned
up a mandrel to fit over the threaded end of the
shaft as recommended in the good book & this
plus a bit of heat and a fair sized knochrometer
(hammer to those who don't recognise the term)
soon had them apart. The springs came off with
the use of my home-made spring compressor &
the removal of the rubber 'Lotocone' top mount.
The original dampers were made in the days when
car parts were designed with servicing in mind &
40
Strut Housings
The strut assemblies comprise an aluminium
casting, machined to take the hub-shaft bearings
& bored from top to bottom to accept the lower
end of the damper outer steel sleeve, which
appears to be a shrink fit. One side was in good
condition, but the other had a broken land where
the hub bearing retaining circlip fitted on the inner
side. Another (or the same) idiot had tried to drive
the hub shaft assembly out without first removing
the bearing circlip - result, a broken land! The
same casting also had a badly cracked calliper
mount, which had been repaired in the past with
a layer of birdsh.t weld on the surface whilst the
lug remained cracked right through underneath! I
cleaned things up, carved all the tacky welding
off, veed the crack for its full depth & made a jig to
keep the lugs aligned during welding. As I don't
have a TIG welder (& wouldn't trust myself to
weld this if I had), I got a friendly welder to reattach
the calliper mount & to build up the broken circlip
land, which luckily was only broken for about 90
degrees of its circumference.
After cleaning up the welds and wire buffing the
casting, the job was completed by the usual POR
15 treatment for the steel parts, including the top
spring seat which butts up against the 'Lotocone'
rubber mount and retains the spring.
Dampers
The next and probably the trickiest part of this
stage was to overhaul the damper units. I could
buy replacement inserts at $Umptymumble.OO but
the budget would then be far into the red! As I
have had to overhaul the Armstrong adjustable
dampers on my race-car a number of times over
the years, I decided to do the job myself. They
are, after all, a fairly simple device & the main
criteria is to do nothing that would change the
damping rates.
When I got them stripped I found the reason for
the oil leaks - my proverbial idiot had struck again!
He (or she if I'm to avoid being sexist) had
graunched the shaft of each damper with a pair
of vice-grips, badly damaging the surface & hence
chopping out the top lip seals. Both dampers had
very little oil remaining (& no damping action
whatsoever), but luckily there was enough oil to
prevent scuffing of the pistons in the bores so
that they were in quite good condition.
These units were basically Ford Mk I Cortina front
struts, modified by fitting a longer top bush to
accommodate the greater forces imposed by the
(higher) performance Elan. These bushes had
luckily not been too badly damaged by the butchery
described above. The damper bores only needed
a dressing-up with a brake cylinder hone &
swapping from end to end to get an unmarked
working section. The piston rings were however
quite worn and the gaps were far too great. I had
a talk to our local damper specialists who told me
they would fit Teflon rings for me at an unspecified
price. They wouldn't tell me how to go about it
which was quite understandable. However, as I
always use Teflon for end pads in floating gudgeon
pins, I thought I should be able to work it out. I
finally turned up unslotted rings to be a neat fit in
the ring groove & against the bore, then machined
a tapered mandrel to help me expand the Teflon
over the piston. It was then only a matter of
heating the piston, bore, ring and mandrel in boiling
water, sliding the ring up the mandrel onto the
piston, compressing it with a ring compressor then
sliding it into the bore, all while everything was
too hot to hold. Sounds easy when you say it like
that!
The valves all appeared ok and had not been
disturbed from their original settings as evidenced
by the blob of paint on each adjusting screw. The
springs were ok so I just put a dab of fine grinding
paste in each valve & spun it on its seat to lap it in,
then washed it out thoroughly. The only other
problem was the top seal. I couldn't source
replacements so modified the seal housing slightly
to take two standard lip seals back to back - the
lower one as an oil seal & the top one as a dust
seal which was essentially how the original ones
worked. Finally, I assembled the dampers after
filling with the correct amount of auto transmission
fluid and fitted new dust covers over the exposed
strut shafts. These were made from a modified
pair of modern Japanese covers. The dampers
feel fine by hand - time will tell!
Hubs/Shafts/Bearings
The shafts & hubs were all in good condition
except that one had the last few threads stripped.
As this only sits under the locking portion of the
Nylock hub nut, I merely built it up with 'Easyflow'
& re-cut the th read.
One other problem was apparent, there was far
too much brake disc run-out on both sides. The
discs mount on the inner spider, which bolts to
the rubber axle doughnuts and it appeared that
the spiders were both a little out of line - perhaps
due to tossing the universal joints at some time. I
put the shafts in the lathe and took a few thou off
each face of the spiders & all was well. Whilst
the shafts were set up in the lathe, I took the
opportunity of dressing the discs to get rid of the
scoring.
From there on it was a simple job of replacing the
double sealed bearings and reassembling the unit.
The bearings were inserted in the housings with
a coating of Loctite 601 after warming the housings
to ease their entry.
I used a trick, which I learned in my Austin 7 &ford
10 days in relation to keeping tapered hubs/shafts
together. I lapped the hubs on to the shafts with
fine grinding paste, cleaned them up then warmed
the hubs only, until just too hot to hold then
assembled to the shafts, tightening the hub nuts
smartly before too much heat transferred to the
shafts. They won't come off in a hurry but I may
regret it if I ever do need to get them off!
'Lotocone' Rubber Top Mounts
These are a Lotus special and whilst they are still
obtainable, they cost an arm plus a couple of legs
each. Bruce Turnbull put me on to a company
near Palmerston North who specialise in moulding
all types of rubber mounts. I called in & had a talk
to the owner & he showed me what the steel
mould should be like to enable him to do the job.
The trusty lathe was put to work & it produced a
41
suitable mould for remaking the mounts. I delivered
it to Palmerston along with the cleaned-up
hardware from the old 'Lotocones' & a few days
and dollars later, voila!, new mounts. If anyone
needs 'Lotocone' mounts, I have the mould
available for a small fee.
Final assembly was of course, just the reverse
of the stripping process.
Next instalment will cover the brake callipers and
possibly the steering rack.
A bove: Damper Piston-ring Mandrel &
original ring (replaced by Teflon & minus
the gap).
Rear Suspension 'As Was'
Left: 'Lotocone' Mould
Rear Suspension Completed
SAKER CARS
Saker Sprint
SakerSVl
FRASER CARS
MEMBER COMPONENT CAR MANUFACTURERS ASSOCIATION OF NZ
(Inc)
1/318 Beachhaven Rd, Beachhaven, Box 34610, Auckland 10, New Zealand
Telephone (09) 482-0071
Fax: (09) 482-0516
42
BV TURNBUll ENGINEERING
P.O. Box 9, Bunnvthorpe, Manawatu, New Zealand
Phone/Fax: 06 329 2923
web site: http://www.saker.co.nz
e-mail: [email protected]
43
Letter to the Editor
DearSir
I was interested to read Neil Tunnicliffe's article
on Austin 7's. I too did most of my early driving in
them. In the 50's and 60's in Britain one could buy
a runner for one pound to thirty shillings and get
up to a years use out of it. When it stopped, leave
it, and get another one.
Several of my peers raced in the 1172 formula
based on the 100E Ford. Here 75-80 HP was the
accepted figure, the Ford having a 3 bearing crank
etc and being much stronger than the A7. A couple
of my mates had Terriers designed by one Len
Terry, in my view much better looking and a better
design than the Lotus 7. Unfortunately only about
a dozen were built.
Also in the early 60's I was building and racing A7
Given a long enough straight, i.e.: full Silverstone
specials in the 750 formula. Nobody I knew had circuit, on or two 750's could touch 100 mph,
access to a dynamometer, but the general feeling where as top 1172's made 115-120 mph which
was that if we could get close to 40 HP at 5500seems to support the HP figures.
6000 revs, that was as good as it gets. At that
speed it was necessary to take up to one sixteenth I could throw something else into the pot, in another
of an inch off the top of the center two pistons to article, Alex McDonald mentions powder coating
compensate for flexing of the crank and keep the of what, I assume, is a space frame. In our day
compressions the same. Neil mentions 75 HP. space frames were generally thinly painted a light
That's 100 HP/litre for a naturally aspirated side colour, generally yellow or blue. The thinking was
valve. I think that's a bit ambitious. Cohn Chapman that dark coloured dirt would accumulate in any
certainly did better than us. He was before my cracks that formed and show them up. I would
time, but by devices such as reversing the function have thought powder coating, being thick, flexible
of the ports he was able to produce enough power and having marginal adhesion would tend to
for the engine to destroy itself, so the rules were disguise cracks, or am lout of date?
changed to ban such devices.
Brian King
Valley Platers LilD.ited
162 Gracefleld Road, Lower Hutt
Phone 04 568 5924
Chrome, Nickel & Zinc
Plating. Metal Polishing
Bruce Wright
04564-5070
44
Where has all the octane gone?
David Bertelsen
Surely the old Seekers song, where have all the and arranged to get a trailer and take it off his
flowers gone, finds it greatest expression in the lawn.
new words of title to this short attempt at an article
for this illustrious magazine. Now from such a title The getting of a trailer meant a 26 hour return
one could launch into an erudite discussion drive but it seemed such a small thing to achieve
regarding leaded versus unleaded fuels or even my prize. Well upon return I was met by the son
the topic of non fossil fuels as an alternative who said that his father had no right to give IT
energy source, however none of the former is away and that IT was going to stay there as he
the subject of my contribution to your life store of was gunna do it up some day. How often have
we met the gunna's of this world. They are a
knowledge.
blight on the fair practice of achievers.
What I do want to do is look back at things as they
Well
the end result was that IT was left behind as
could have been but never were. This concerns
I
drove
the 13 long and lonely hours back to the
my search for a Rolls Royce that was rumoured
to exist in the vast dry island to our west. It had coast. Suddenly the sun did not shine so brightly
been rumoured that there was such a car that but simply became a hot torturous ball in the sky
had been owned by the King of Spain in ancient adding to my depressed state at losing IT.
past and that it had made its way to the land of
Oz.
So near and yet so far, my tank was on empty, the
octane had evaporated and I was running dry.
My search took me many hours and considerably
more miles into the west of N.S.W. where the of
driving up every driveway, side road, or dirt track
that existed (in what I had been led to believe
was the general area of the Rolls) became an art
form not to mention a fruitless and frustrating
period of life.
Well the years have blunted the sharpness of
loosing IT but the memory of the disappointment
has never faded.
Then IT happened. Making my way up yet another
track that led to a typical unpainted run down
house there IT was sitting on the lawn or should
I say grass with blackberry entangled about its
form as the majesty of it's classic lines stood proud
despite the years, yes there it was up on timber
blocks with the perished tyres still on its rims.
Clutching the top of my head to still my beating
heart I made my way to the door of the house. My
knock was answered by an old man as rustic as
the house in which he lived. Trying to keep calm
so as not to give anything away as to my feelings
about his prize on the lawn I asked regarding the
whereabouts of an old car (the Rolls) that was
somewhere in the area. Struck gold at last with
his reply that next door the guy had hundreds of
old cars and the Rolls was one of them. As casual
as I could be I noted that he had an old car also to
which he replied oh yes and if you like you can
take it away as it has just been there for years
cluttering up the place. Wow IT was mine. The
mind raced the pulse increased as I thanked him
Oh yes I did go and find the Rolls but it had been
badly cut about by someone with a peccant for
fibreglass and after IT there was little enthusiasm
for the Rolls. I mean to say who would settle for
anything less than the Type 35A Bugatti that had
graced my life for so short a time.
Type 35A Bugatti
The picture has never faded of that beautiful
form, sitting there out in the west, majestic and
alluring, yes inviting, calling for my loving and
tender creative skills to bring her back to her
glory of the yester years.
What a car, what a chance of a lifetime, what
an idiot.
Here ends the lesson so poignantly taught.
Never let any chance slip by.
45
Overtaking "by the Book"
Dave Bray
I recently read a letter in another motoring magazine kph - that is by going as far as the 110 kph (30.6
in which the writer was asking whether or not it mlsec) which the Keystone Kamera Kops are said
was preferable to exceed the speed limit (briefly, to be able to tolerate - passing properly seems
of course) while passing a slower car, rather to require nearly 900 metres and about 30
than prolonging the agony of an overtaking seconds.
manoeuvre by strict adherence to all the rules.
If you really push your luck and speed up to a
Coincidentally, I heard of a friend who had been whole 120 kph (33.3 m/sec) the car travelling at
pinged by the Roadway Revenue while dOing 113 90 kph is passed in about 20 seconds, and
kph in the process of passing, on one of our ali- exposure reduced to under 700 metres.
{!;Afagaz;ne
Classic and Performance Cars
•
•
ta-short passing lanes, a stinking and spraying
stock truck, which he had been stuck behind for
much too long a time.
Whether or not you agree with the mathematics
of this or not is immaterial, the fact remains that
it's extremely difficult to overtake 'by the book';
In an open car it must have seemed like an etemity the approach you may consider to be safer and/
under the mucky and malodorous circumstances, or more sensible is of course over to you.
neither of which was of any interest to the
Revenue of course. ("A ticket in the hand is worth
two somewhere in the bush'; perhaps?)
Car Magazine for the enthusiast. Retail Price $7.95
Subscriber options One Year (6 issues) $42 postage
incl Two Years (12 issues) $78 postage incl
Payments should be made to:
Tarmac Magazine, RD2 Waihi 2980
email: [email protected]
Ph 07 863 6909 Fax: 07 863 8289
I have my views, but wouldn't wish to ruin
Christmas for readers by suggesting that anyone
indulge in anything by way of illegal conduct.
These two things got me thinking as to just how
long it takes, and how much room is required to Yeah, right!
pass a slower vehicle if all the mandated
requirements of time and space are taken into
consideration.
I interpret this as starting from a position twoseconds astern ofthe slower car (the 'two second'
rule), and passing so as to move back in front
when a two-second space exists, while
maintaining the requisite 100 metres of clear
visibility throughout.
LJ Torana front suspension, nolathaned
setup, heavy duty springs for big block
Chev. Comes with HQ Holden ventilated
disc's and calipers. $375.00
"Clear" in this sense presumably means that it
contains no approaching vehicle of any sort.
Contact Geoff Orchard Ph (04) 902 0171
or 025 489 922
While no great shakes as a mathematician, I
calculated that to do these things while passing a
car travelling at 90 kph (25 metres/sec) without
yourself exceeding the speed limit of 100 kph
(27.78 m/sec) would take the very thick end of a
minute, and necessitate one-and-a-halfkilometres
of clear road.
Wanted:
There are not too many places where one could
find that much space, or time in the Wellington
region, not during the hours of daylight anyhow.
Perhaps we should therefore go just a little faster.
STEERING & SUSPENSION SPECIALIST
For Sale:
•
•
•
•
•
•
•
•
Suspension repairs and rebuilds
Steering joints, bushes
Shock absorbers
Wheel alignment
Brake Disc and Drum machining
All work unconditionally guaranteed
22 years of knowledge and experience
Discounts for eee members
Fiat 124 complete set of rear disc brake
assembly - hand brake.
Contact Dave Beazer Ph (04) 5666209
or 021 543 943
Email: [email protected]
Should the speed differential be pushed to 20
46
47
*P
i
NZ National Motorshow
A national Motor Show is to be held at Mystery Creek- Hamilton in which the CCC is invited to
exhibit. See letter below. This may be a great opportunity for Members in the northern parts to
get involved. Anybody interested please contact the Club Secretary.
"Further to our earlier letter we are now a lot
more focused on what we can offer clubs at the
exciting new venue, Mystery Creek. We are very
fortunate to have such a wonderful facility that
offers virtually unlimited, high quality space. We
see this as a great opportunity to redefine how
this show happens. We guarantee this show will
be dramatically different from others you have
attended in the past, it will be bigger, better
organised and each sector will be well catered
to.
We have put a considerable amount of time into
considering how we can improve what the
Motorshow offers clubs and will be encouraging
clubs to develop what they do at the show. We
will be looking at ways to 'give back' to clubs
who wish to create a unique site, which will
significantly enhance the 'look' of the Motorshow.
Initially we would like to assure you, Clubs are
still very welcome in the way they have always
been. We will be sorting out our ticketing process
to ensure selected club members on stands will
be able to get in and out of the event with the
minimum hassle. However we would like to
discover and suggest ways for clubs to have a
greater involvement at the show, and find ways
to rewards clubs who go the extra mile.
We are able to offer some absolute front of house
sites for clubs in 'to die for' locations. Sites will be
given out in order of successful application. The
purpose of this quite simply is to ensure the first
sites (which will be club sites) the public will see
are as good as they can be, as they will provide
that very important first impression. We would
like to invite your club to apply for one of these
sites. To apply you will need to draft up on a
piece of paper how you plan your site to look. It
would useful to provide a briefwrilten description,
but we are not looking for anything exhaustive,
just a fair idea of what you are going to do, so we
can see how it will 'fit'.
For clubs setting up for the full three days we will
be looking at providing a Club Lounge and 'Smart'
gate passes to alleviate the confusion at the gates.
For clubs going beyond the norm and competing!
48
showing in the "best club display category", we
will be looking to run clips relating to your club on
our Motorshow TV screen prominently displayed
in the Exhibitor Hall. Additional 'gift' tickets to the
event branded with your logo and club name,
high profile locations and media releases for truly
unique displays.
Due to the excellent facilities available at Mystery
Creek, we are now in a position to invite clubs to
have AGM's, National gatherings, Car Rallies
starting from MCEC, etc, in concert with the
Motorshow. This can either be in a totally separate
part of the Event Centre (its huge with all sorts of
facilities) or you may simply want a prominent
area to have a special 'One Marquee' display!
gathering. If you are keen, get in touch, and we
will fire off a brochure in the mail.
We recognise clubs as enthusiasts are uniquely
placed to source vehicles of unique or particular
interest, also unique display items that could add
some wow factor to the next show. Clubs will
also to be able to get special ticket rates for bulk
orders which can benefit your club directly. You
will be able to sell tickets as a fund raiSing project.
The discount will relate to the numbers ordered
by and through the club and not through individual
members going directly to us, although if they
choose to do so they can but won't get the higher
bulk discounts themselves. Discounts go from
15% and large orders higher. Unsold tickets
would be returned without cost to you.
Should you have any enquiries do ring me, I will
be happy to discuss any aspect of the move with
you.
Diary Notes.
New Zealand National Motorshow
Mystery Creek Events Centre
(opposite Hamilton International Airport)
March 21-23rd, 2003
Regards
Richard Macdonald
Show Co-ordinator"
II
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
C
C
C
C
C
C
C
C
C
C
C
D
D
D
D
E
F
F
F
WAos WAo
- DDCDHtGDI'
2002
* denotes Committee member # denotes Technical Committee member
Name
Trevor Alvey
Michael Anderson
Janes Ballard
Brian Barber
Grant Barrell
Simon Bartlett
Neville Baxter
David Beazer
Geoffrey Bell
John Bell #
David Bertelsen
Mike Boven #
Phil Bradshaw
Roger Bramley
Dave Bray
Ross Bridson
Chris Bromley
Pete Bronlund
Graham Brown
Peter Brown
Mr Browne
Terry Buffery
Murray Bugler
Kim Bulwer
Doug Bunting
Craig Burleigh
Tony Chatfield
Noel Cheetham
Jonathan Clifford
Greg Clout
Dave Clout*#
Paul Cobeldick
Glen Collins #
Darryl Cooley
Matthew Cooley
Peter Cottier
John Cumming #
Barry Dawe
Chris Densem
Philip Derby#
Jim Doherty
Owen English
Rolf Feinson
Don Flowers
Andrew Fox
Partner
Ph Home
(06) 364-2482
Chantel Jones (09) 416-0313
(06) 368-9656
939-2276
(07) 827-3466
977-6889
564-2285
566-6209
Michelle
(07) 552 5281
Edith
567-1686
Nancy
232-3309
Elaine
(04) 902-4746
Heather
Joanne Ross (09) 420-4976
232-6901
Lyn
233-9927
Sandra
(04) 904-3383
Stephanie
(07) 576-0559
Val
Carol Schachte(09) 412-7288
Wendy
(04) 298-2472
939-0287
Anne
(07) 308-85025
Jo Boyd
380-0104
(03) 578-3147
Barbara
Lynn
566-2800
Myrlene
(07) 855-7222
Sharon Crespin 0613 9833 6843
563-6233
Janet
(06) 356-5014
Carol
938-6206
Wyn
971-6620
477-4356
Deidra Sullivan
Therese
564-8023
Lynette
973-7698
526-7976
(06) 870-6902
Deirdre
Derryn
476-2822
564-1525
021 663-114
021-186-4426
Glenis
569-5738
021 27505770
Liz
938-3170
Barbara
563-8008
589-0475
Ph Work
(09) 479-8200
(04) 475-8028
567-6652
907) 827-7821
569-0000 x4471
939-2222
0274 44 1115
567-1686
(025) 611-8404
021 336-401
025 421-968
498-1342
(04)
(07)
(09)
025
495-6984
578 0479
377-0006
261-9434
916-3380
025 460222
(07) 855-7222
494-2907
(06) 326-8043
478-7180
939-2882
924-9033
972-8209
(021) 572-351
564-3441
021 922 820
(06) 831-0751
576-8619
920-2418
568-6213
021 36-9995
568-4171
939-6196
939-3382
Car Name
Morris Extreme
Anderson Special
Seven
GT40 replica
Taipan
Ford Escort Special
Trikes
Chevron
Mcrae 550 Spyder
TRI-VIA
Cobra/Chevron
Almac TC
Leitch Super Sprint
Fraser Clubman
356 and XK120 Replica
Morgan Plus 8 Replica
Lotus 7 Replica
Almac Sabre
Milano Special
Countess
Piranha
Fraser Clubman
Locost
'27 SS Merc Reproduction
Diablo Replica
Saluki
Swallow
??
Minis
Leitch Sprintl'34 Ford
Jeep
Chevron
Saker SV-1
Leitch Super Sprint
Fraser 7
Saker SV1
Ute
U/2 Mallock
Dax Cobra
Tover
Buckler
49
f
F
F
F
F
F
G
G
G
G
G
g
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
I
J
J
J
K
K
K
K
K
K
K
L
L
L
L
L
L
Gwytha
(03) 384-2859
Russell France
Barbara
(09) 833-8439
Evan Fray
Carole
(04) 298-1784
Dave Frost
Mim
(04) 298-1784
Len Frost
Dave Frow *
Toni Frow-Patch 586-5050
Kevin Gill
233-9120
Darrell Glen
Louise
(04) 902-3831
John Gluyas
(09) 403-8512
Ken Grace
Anne
239-9369
Russell Graham
Alison
(03) 230-4662
Bruce Graham
938-4873
Jack Hadley
Margaret
970-6462
Derrick Halford
Sylvia
970-4028
Brian Hanaray *
389-4409
David Hanson
562-7430
Wendy Harding *
476-2938
Daivid Harding-Shaw
Patrick Harlow *
Heather
565-0993
Guy Harper
Joy
570-1257
Bede Harris
Jpanne
478-4453
Leicester Harris
Betty Turner (09) 437-5982
Kim
Nathan Heyburn
586-4884
Steve Hill
Jo
(03) 572-7570
John Hill
Vivienne
383-6377
Geoff Hinton
Carol
(06) 377-5734
Roy Hoare#
Eleanor
564-5978
Russell Hooper
021 939436
Warren Horne
577-2557
Alan Hoverd
Barbara
389-6121
Ian Howie
Jane
973-8750
Kevin Hunt
Joy
(09) 411-8723
Tim Hutchinson #
237-6193
Brian Hutchison
Margaret Adamso 526-8010
Bryan Ireland
Ann
(09) 527-7507
Dave Irons
Annie
(06) 308-9702
Brian Jenkins
Ann
(07) 883-5705
Nick Jenkins
Linda
(07) 828-7816
Terry Johnson
905-7422
Sonya Ryan
Martin Kavanagh Patricia
(03) 313-8128
Richard Kelly
Meredith
972 1157
Michael Kerr
568-8397
Murray Kilpatrick
Julie
239-9951
Peter Kimber
Andrea
(07) 829-5486
Brian King
Chris
(09) 266-4289
Carl Klitscher
934-2916
Stephen Lawson
Alan Leach
Simon Legge
Dwyane Lewis
John Lewis
Jon Loar *
Lynda Manning (07) 577-9104
Sophie
Clare
Megan
972-4142
526-8758
(04) 293-3044
934-2267
(09) 833-4640
021 992 825
025-430-765
Mercedes 500K Replica
Chevron
Almac Cobra
Lotus 23 Replica
Fiberfab Jamaican
Heron
(09) 403-8512
(03) 225-8695
472-2110
025-305122
498-4643
385-9966
302-4630
238-1364
384-9417
567-8721
566-3396
499-3546
(09) 437-5982
025 404-380
939-3263
(06) 378568-6213
025 2857153
463-5579
472-6881
(09) 411-8723
471-4060
(027) 487-8563
586-0101
(07) 883-5705
237-1082
(03) 374-7128
801-8797
471-7104
237-6146
(027) 888-471
(09) 266-4289
576-5892
(07) 533-2358
(021) 293-3657
Lotus Elan + 2
GRD 06
Atom
Special
Almac Sabre/DH002
Lotus 7 Replica
Lotus 7 Replica
801-5225
Almac Sabre
MGB
Saker SV1R
Beattie Clubman
Almac 427SC
JC Midge
??
Heron/Urba Car/AlmacTG
T Car/Swallow
F/27
Morris Minor Traveller
Porsche RSK Replica
Beattie
"Heron, Lotus 7 Replica"
Chevron Classic
Phil Ware GT40
Almac Sabre
Phil Ware GT40
'T' Car
Fisher Fury
Lotus 7 Replica
SB Veloce
Pirahina
204S
Alfriston Jaguar SPL
Sphinx
Eclipse Mk2
Formula 33
Rover P5 Race car
526-3133
470-8216
F2
Midtec Spyder
L
L
L
L
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
N
N
N
N
N
N
N
N
o
o
o
o
P
P
P
P
P
P
P
P
P
P
P
P
Andy Lovell
Anne
Ron Lowe
Kate
Megan Davis
Martin Lucas
Lyn
Sam Lyle
George MacDonald
Paul MacKay
Ian Macrae
Marie
Mike Macready # Tessa
Grant Major*#
Vicki
John Mander#
Heather
Ray Marryatt
Tess
Tony Martin
Shelley
Ken McAdam #
Karen
Harold McCarthy
Alex McDonald
Diana
John Mcgregor
Rosemary
Joy
Rod McLeod
Geoff McMillan
Jill
Svetlana
John Messerly
Robert Milne
Brenda
Bill Moffat
Ruth
Bob Moffitt
Helen
David Morahan
Rebecca
Duane Moul
Anthony Moult #
John Moynihan
Sharyn
Ray Mullany
Judy
Glenn Murray
David Nation
Andrew Neal
Elaine
Robert Needham
Paul Needham
Michelle
Mr Nissen
Mary
Janet
David Nixon
Brian Nobbs
Russ Noble
Roger O'Brien #
Heather
Pat O'Shaughnessy Sally
Geoff Orchard
Andy Osborne
Richard Paddock
Beth
Frank Parker
Bernice
Shane Parker
Megan
Julian Parsons
Rhonda
David Pattie
Sandi
Aven
Ken Pecor
Katherine
Tony Pepperell
Peter Petchey
Carol
Kit Peverill
Matthew Porritt
Deanne
Alan Price #
Joan
Roger Price
(04) 905 6636
388-6971
562-6036
(06) 867-2082
(04) 298-8267
801-6362
563-7222
(04) 904-6532
565-3459
973-9951
972-2324
477-6222
237-7878
NA
970-8225
(03) 351-7688
476-4313
(07) 843-7512
(03) 384-7304
528-3406
970-7842
(07) 824-3870
478-1195
(04) 904-3366
(06) 358-2336
527-8429
934-47001
973-0521
(07) 843-0108
934-4898
(09) 235-0500
479-2707
(09) 575-8028
234-7153
569-7972
(03) 384-7441
528-8144
(07) 549-2802
(04) 902-0171
232-5767
589-2885
(06) 377-3353
(04) 902-2601
475-7589
+61 402471147
569-7044
479-8645
(03) 472-7720
(03) 327-9362
475-9820
586-6137
389-3941
(04) 902-5596
388-0427
568-4345
(06) 867-6233
(025) 261-0761
570-1923
563-7222
385-8779
477-0000
'T' Car
Almac Sabre
Leitch Lotus 23 Replica
S.L.
Pontiac Firebird
Fraser
Widget&Fidget
Lotus 7 Replica
??
Napier Ruxton GT
499-2466
570-5426
570-6039
(06) 376-5632
528-8680
(025) 229-0426
298-2398
(025) 738-437
Lotus 7 Replica
4x4
JBA Falcon
Almac Sabre
Lotus 7 Replica
JBA Falcon
Johnson Phantom
021 439-228
(07) 824-3873
476-5780
(04) 237-2771
(06) 351-3610
527-8429
Locost
Locost
Lotus 7 Replica
Gulf 7
Meridian
021 366-401
(07) 834-6767
Locost 7
Sylva Striker Mk 4
Cobra
Stinger
DeJoux Gran Turismo
Chevron
Mini Moke
Macrae Special
Triumph TR7
(09) 235-0500
570-4943
(09) 620-7492
232-8080
566-4515
(03) 384-9023
528-8144
(04) 298-3380
(025) 727-281
252-8250
(06) 377-1217
(04) 576-6159
472-4587
+61 262171842
384-4230
232-8080
025 397-368
(03) 388-1765
0800 739-331
920-2434
389-3941
Justin
Lamborghini Replica
Locost
Almac TG
Lotus 7 Replica
Fraser 7
Chevron Classic
Triumph Special
Lotus 7 Replica
Sabre/Sherman
Beattie Club man