Spare Parts - Constructors Car Club

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Car Club (Inc)
The Magazine of the
Constructors Car Club Inc
On the Cover:
The Club's John
Wayne to the rescue
See page 10.
March 2001
Issue 2 Volume 14
In This Issue
Club Officials
Sarnicol Engineering
President:
for all mechanical engineering
172 Eastern HuH Road
Ph 5676 652
(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
Grant Major
Secretary and Captain: Dave Clout
Treasurer:
Opinions expressed in this
magazine are not
necessarily those of the
Constructors Car Club
(Inc).
Brian Robinson
Club Meetings
The Constructors Car Club Inc meets at 7.30pm
on the second Tuesday of each month at The
Vintage Car Club, 3 Halford Place, Petone
(Eastern end of Jackson Street)
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 or fax:
(04) 970 9763.
Coming Events .......................................
Apologies ................................................
Club Captain/Secretary's report ............
President's report ...................................
"Threadbare's Two Wheel Experience"
Trivia ......................................................
Northern Sabre ......................................
Toyota Parts Identification Part 2 .........
1996 Darwin to Adelaide .......................
For Sale ..................................................
Skite Nite Pictures ..................................
Kellison Astra .........................................
For Sale ..................................................
Quiz Cars ................................................
President's Cup Points ...........................
Letter to The Evening Post ....................
Intermarque News ..................................
New Members .........................................
Who's Who .............................................
"Imitation is the Sincerest..... "..............
MOHS ....................................................
Opinionated ............................................
2
2
3
6
8
10
11
14
19
23
22
26
32
33
34
36
37
40
41
44
47
48
Club Correspondence to: Typesetting, graphics and
Editor
Alan Stott
Ph & Fax: (04) 970 9763
The Secretary
Constructors Car Club
Box 45-064
Epuni, Lower Hutt
printing by:
NSServices
Silverstream, Upper Hutt
Ph Ill. Fax: (04) 970-5056
e-mail:[email protected]
Coming Events
Club Captain's/Secretaries Column for March 2001
Tues 13 Mar - Club Night
Tuesday 10 Apr - Club Night
Postponed from last year because of his "Lord
of the Rings" commitments, Peter Zivkovich will
be here and speaking tonight. A racing engine
man who can turn his hand to just about anything
mechanical which recently has included
specialised machines for the film industry. We
also hope that he brings along as 'Car of the
Night' his very fancy Mini. Sit back for a good
night.
I've written Paul Needham with his De Joux GT.
I think that's right but if they haven't asked you
Paul, pretend that you haven't read this. Oh and
its the AGM night as well. All round Tuesday 10
April 2001 looks to have great potential- agreed?
Sunday 18 Mar - Event
Starting at 10.30am at Trentham Memorial Park,
the all singing all dancing Dave Clout Grass
Motorkhana. $7.00 per driver. If inclement same
details but moved to Sunday 25 March. Great
setting - great fun. Remember if its Clout its
clever. Be there.
Saturday yes Saturday 21 Apr - Event
Another Dave Clout organised event (He never
fails) a garage tour. I know very little about this
other than it will be an especially good tour.
Another 'Be there' event. (See page 4)
Next Committee Meeting
Tuesday 20 March
Grant Majors Home,
13 Kaitangata Crescent,
Kelson, Lower Hutt
7.30pm
Apologies from February magazine
(It was a good month/or aberrations!)
Somehow our Christmas edition index re appeared in place of the correct February
one. (You were not as mad as the typesetter about that. He had spent some time
preparing the correct one only to find after printing that something must have crashed
before saving.)
Apology to Ron' Robertson for repeating his racing Sabre article instead of the next
one he wrote. (See page 37.)
The two photos of Rob and Mrs West should have read' "Rob and June West" not
"Rob and Pam Wese
Coming Events:
(The dust was correctly labe[[ed)
,
Dave Bray did not submit a caption for 'himself and the wobbly blonde' competition. It
was Brian Worboys.
And finallY,Alan Price did not send us the "Nine different Models" quiz car, it was Ian
Price;
(Or should that have been a "bad month for aberrations?")
Sorry to all. (See if you can spot the deliberate mistake this mOr)th,)
Sharp-eyed members will have noted that there when signing on - I will not be carrying change
are no minutes from the February club night with me, so you could end up waiting sometime
meeting in this month's magazine. Grant tried to for change, depending how others pay. When
call a quick meeting after the "Skite Night", but you carry everything required for a motorkhana
the secretary refused to take minutes, so Grant in a "7" type car you only take the essentials relented and we had a coffee instead. What you have been warned.
Grant didn't know was that the secretary had left
Rules: Simple, since it is public land your vehicle
all his 'minute' writing equipment at home in the
should
be registered and warranted, and fitted
rush to get there early to unlock the rooms for
with road tyres - we have to repair any damage
the early birds - didn't work, as usual there was
to the grass surface. There will be no practising
a big crowd already there. Actually being a skite
night I had thought we wouldn't have a meeting off the official course - no exceptions, especially
since the Queenstown incident. Full
after anyway - my memory must be failing me,
supplementary regulations will be displayed at
as I can't recall there being a short formal
the
event.
meeting after the displays in recent years. This
meant that I hadn't pre-written the minutes either Suggested entry point to event: Off Barton Ave/
- can't have a meeting without minutes. However Road. Drive through the car park at the park entry
this fact didn't stop Doug Watt slipping me a and we will be somewhere northeast of the Upper
written 'For Sale' note which I will include in this Hutt Axemans Club building. Our actual site will
column since there are no minutes to include it depend on other users on the day. If last years
in.
site by the trees is not available we will move to
the northern side of the trees. Don't be put off by
For Sale:
the gravel rally sprint being held further over by
Doug Watt has a Fiat 1600cc Twin Cam engine, Bartons Bush or by kids playing cricket - there
reconditioned 3 weeks ago (so that makes it are plenty of sites available to us.
about 23 January), new rings, new valve guides,
Cancellation: The event will be held if there are
dressed pistons and valves, all new gaskets and
only light showers. Persistent rain will result in
seals. $250.00-$300.00. With it you get free the
cancellation and the event will be postponed to
Fiat Strada 105TC that the engine came from,
our 'rain day' of Sunday 25 March. If there is any
and spares. Phone (04) 972 1319.
doubt phone Dave Clout on (04) 477 4356 or
025 224 0933.
Doug is also after an Audi 5-speed trans-axle.
Grass Motorkhana Sunday 18 March
Where: Trentham Memorial Park
Sign On: From 10.00am
Start: 10.30am sharp
Cost: $7.00 (not the $4.50 in my email to
members - there is an extra $2.00 + GST levy
because of the Queenstown incident) - covers
MSNZ levies so we can have public liability
insurance.
And yes I know that makes it $6.75 but who would
have that correct change on them! Please note
that we would appreciate the correct change
2
Annual General Meeting:
Tuesday 10 April
President: Some of you maybe aware that Grant
intends to stand down from the President's
position this year. There have been a couple of
suggestions mentioned at committee meetings
but any member should consider the job if they
feel that they have something to offer.
Secretary: I am prepared to stay on and inflict
myself on you all for another year if that is what
members wish. Naturally I will step aside if
someone else wants a turn.
Club Captain: I should really let this position go
3
this time - I could not do the position justice. We
may have a couple of possibilities here, but any
member should consider it.
Treasurer: Brian has had his turn and wishes to
stand down. Anyone with a gift of manipulating
money so that it stays in our account would be
welcome. A bit of accounting knowledge would
be a distinct advantage.
have to limit the number of garages we can visit.
Like Alan's method for obtaining magazine
articles, if you don't approach me, I will chase
you! These garage tours are a great way to see
what fellow members are up to and a good
source of help to both the constructor and
viewers.
Past Events:
Editor: Alan has done a stirling job here for years Skite Night Tuesday 13 February:
and quite rightly wants a break. We have had a
volunteer already for this position so don't panic What did you all think of the 'skite night'?
- you can quite safely attend the AGM, but the Personally I found the relaxed atmosphere great
new editor will still be after articles - he may just and no one ended up getting stressed out having
to chase members and other display vehicles. I
have a different approach I
hope this was the format that members
Shop Steward: John wants a break and we have expressed that they missed from last year's
also had a volunteer here also.
event. The committee would welcome any
All positions will be open for other nominations constructive comments. Thanks to all those
on the AGM night - consider putting your name members who got their vehicles and projects to
the display. Special thanks to those members
forward or suggesting others.
who helped out behind the scenes-you know who
Garage Tour:
you are, but particularly Roy who went well
beyond the normal bounds.
Saturday 21 April has been set aside for our next
garage tour. Any prospective members who are At this point I must confess that I still haven't
willing to host our group at their garages to view finished reading last months magazine!
their projects under construction should contact
Dave Clout as soon as possible. We have so Cheers,
many vehicles under construction that we may The Ankle Biter
Surgeon Generals Warning:
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Brian Nobbs attends to Graham Brown s Milano Special
(without due regard for his back)
See next month s Spare Parts for more on this exciting car.
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5
PRES1DENTS REPOf{J - i\M\RCH 2001
Grant Major
..
So, here we are again. Another month gone.
I hunted around on my work PC for last
months President's Report - but it must be
on my home PC, like all the other reports of
old. The only one I could find is from Dec
1998. Interesting - it was a review of the year
gone, 1998 that is.
subsequently faced and overcame to
obstacles to continuing to scrutineer (and
certify) our own vehicles.
The vehicles of R Lowe, R Hoare, A Price, B
Worboys, B Scott, and R West were making
such good progress as to be nearing
completion. (Of course in hindsight 4 of these
6 are now complete and road legal). Of course
R Stroud and J Mander had completed their
vehicle in that year.
And that sets the mood for this report to some
extent. As I look forward I see the April AGM
looming up, and I know that next month will
be my last routine President's Report, as I will The political hot potato for 1998 was what the
be standing down from the position of eligibility criteria for the Costin Cup. Ultimately
President this time round, having held the the Club Captain rules, as he still does.
office for three years now.
We noted with pride our swelling membership,
I can see myself still being involved with the which had reached 90 (now around 150!) and
technical aspects of the certification process, our 10th year anniversary.
the LVV Certifiers and the Technical
Committee. To this end it may be useful to And what of this year? Well I very much
be on the club committee still, in order to be enjoyed the excellent turnout we had for the
able to directly report the technical activities February Skite Nite. I appreciate the extra
to our executive, and to carry out the effort that many went to - to dig their projects
executive's wishes in organizing the technical out of the back of the garage and drag them
along - in order to make this the club centered
bods.
affair that popular opinion had requested. It
So let me ponder for a moment on 1998, just was a great turnout and as always a burst of
to refresh your memory. It was our first year encouragement and enthusiasm for us all.
in the VCC rooms, hence their present request Well done.
to review and renew the rental agreement.
Our February trip away was Castlepoint (more Other than that we have had the regular club
dirt roads), and we had the usual Manfeild committee and certifiers' group meetings.
day, grass gymkhana and sealed gymkhana. Stand by for a technical committee meeting,
We had a trip away to the Manawatu, and saw we are certainly due one, as it has been some
many things including Dave Short's operation. months. In addition our three certifiers and
We had a Manawatu car show and a myself went to the ,recent certifiers training
Wellington one, and we got rained out of the seminar, held by LVVTA in Motor Safe
Hutt Park one. We had visitors including premises one afternoon a couple of weeks
Graham Berry, The Surgery, the Fuelstar ago. This was useful and productive to keep
people, and a Fuelstar rebuttal from G us up to date with the subtle changes in
Fairburn of the AA. We annoyed the LVVTA documentation methods. For those of you
with our strong opinions, and we watched as interested in the technical matters, there was
they set up the certification company that was little of substance, as the focus was more on
sUQsequently sold to Motor Safe. The clouds administration.
of LW Certification were gathering, and we
Now keep your eyes open for the Tri-Via at
6
the next grass gymkhana, coming up shortly.
All being as it should, the car will be there
with a registration plate on (at last). And
congratulations to J Bell for having
commenced his next project already, wouldn't
want to let that spot on the garage floor be
relegated to simple vehicle storage! The TriVia should be a hot competitor, albeit lacking
a reverse gear, but look out for the 4-wheel
drive enthusiasts in the club who may spring
a surprise on us yet. Then there's the Japper
contestants, like T Hutchinson in his road-
l
going 4-wheel drive Skyline (and maybe me
in my 300ZX, no not 4-wheel drive but very
tail-happy!). Are you ready to rule on this yet
Mr. Club Captain?
So don't be shy, we're not! Get you vehicle
out and be there with us. If you think it's a
club car, all the better. We love a good
argument! (And nobody's going to stop you
from competing either way).
Till next month, ciao, il presidente.
ifl1tR/Tk}UaUi1ltU# TO,!CZ, TYRES
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7
Threadbare's Two Wheef Escapades
Derrick Halford
When
started riding .....- - - - - - - - -......' ..- - - - - - - - - - - . ,
motorbikes, one or three years
ago, it was a choice thing, not
a cheap form of transport, not
a quick and easy method to get
to work and not because I
could not afford anything else.
In fact, I actually passed my
car-driving test before I got my
full bike license, though I was
riding bikes before driving a
,......A~
car.
..
~'"
So, as a choice, I still use a bike ~=========:!
very often, good or bad
weather, it matters not. The
important thing is the ride, the
destination may be a factor too,
but often on a weekend or
summer evening, I will take off,
answering my wife's query of
"where are you going" with the
simple answer, "here, via any
number of possible routes, but
Ni ~ . . T'fo;!6
here is my destination". My
wife, as understanding now as '--_.~
_ _ _ _~''''
_ _ _ _J
she has always been, accepts that answer quite
readily.
;=========~'
.A$ • . . , alii
01Mi" ~~.
1.. _ _ _ _ _ _ _ _ _- - '
to look where you are going, because, strange
as it may sound, that is exactly where you do
go. Cornering is a very good example, you look
right through the corner, following the line with
the eye that the bike will take, look to the outside
of the road and that is where you will end up,
look at where you think you might hit the wall/
fence, that is where you will hit!
So the next question must be why? Simple
really, adrenalin, just like that. I have heard
that some people become addicted to running;
they need to run to get a certain rush, so I am
addicted to bike riding, I do get withdrawal
symptoms if I don't get a ride in after just a day
or so. I have spoken to others who ride I am sure the same technique can and is
regularly and they are the same, they talk of applied to driving a car, but car driving, unless
getting short tempered without realising why, at eight tenths, is usually something that most
until they get on the bike and go for a quick of us do on autopilot, sit back and listen to the
blat, then come back, both on a high but radio, chat to one's passengers and go with
the flow. On a bike, that would be disaster and
strangely calm too.
I think points to one of the differences. I rarely
One thing about riding a bike is it really
have the radio on in the car as I find it a
concentrates the mind. You cannot think of
distraction, I hate background muzak, I want to
much else except what you are doing, you have
8
pull from 2500RPM through to 12,500, provided
the throttle is handled with a little care and
attention. In fact, a full dresser Honda Gold
From the old school, I still believe that the better
Wing, you know, the armchair on two wheels,
drivers learned to ride a bike first; they have a
with a flat opposed 6 cylinder 1800cm motor
better feel for the road, a better understanding
with electric reverse gear, air compressor on
of cornering techniques and a better
board to raise (or lower) the suspension, CD
understanding of other road users. Hell, next I
radio, intercom, am/fm/stacker CD player, will
will be advocating we all need Heavy Duty
out accelerate a Diablo up to 100Kph.
license training too!
Tyre technology is exciting too, with dual
The other thing about bikes is the technology,
compound tyres (hard in the centre soft on the
250cm four cylinder double overhead cam four
side) radial tyres, low profile and aramid cross
valve motors that are redlined at 18,000 (yes
banded radials are all hitting the street, in more
18,000) RPM! Desmodronic valve operation
ways than one.
(mechanical opening and closing), ceramiccoated cylinder walls, belt drive, chain drive, So, if you want technology, get a bike, if you
shaft drive, two wheel drive and anti lock want some real fun, without going super fast,
brakes. Engine covers made from carbon fibre get a bike, for a real adrenalin rush, well hey,
and con rods from titanium, fuel injection, flat no substitutes, get a bike. Finally, remember,
slide carbs and now fuel injection, even on a "Duct tape is like The Force-It has a light side,
Ducati, you name it. A reasonable output for a a dark side and it binds the universe together".
750cm motorbike engine is in excess of 100
May the force go with you and keep the rubber
bhp and will go to 155 at the rear wheel for one
side down .....
set up for production racing. And that motor will
hear it properly, listen to it or not hear it at all
and this is reflected in the way I ride and drive.
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9
Trivia - March 2001
Iohnndl
I
Work continues on TV3x2. It must be time that I
did something about registering it with the club
and requested a design check. I guess, equally
appropriately, I should produce a profile. Which
reminds me I have not yet done one for TV3xl.
anything with a Bulb in it, Seatbelts and Anchorages are covered by VSR (Visual Safety Requirements) said John Wayne. I sort of lost track
of the rapid verbal exchanges at that stage but
I eventually deduced that some sort of agreement had been reached as Roy proceeded to fit
The big news is that the TV3x1 VIN plate arrived
the VI N plate. Then Ken and Roy were off to do
together with the "Statement of Compliance
a road test. They were away so long that I was
under the Low Volume Vehicle Code" form
beginning to think something was wrong. Howsuitably embossed with the Motor Safe stamp of
ever they eventually turned up and I was happy
approval. So off I went to "Belt Up" for
to see a big wide smile on Kens face. "It's hard
Compliance and WOF inspection and hopefully,
to believe it handled so well" he said. Next a
approval. Well things did not go too ~ell.
more formal WOF type inspection. While Ken
Flashers, high level stop light, and park lights
and Roy lifted the various corners Bryan checked
did not comply. The latter on two counts; lack of
all the bits and pieces. And the sum total of things
standards marking and location. They have to
to do:
be mounted towards the widest extremities at
the front of the vehicle. Incidentally, the most •
Replace the RR indicator lens.( Found a
commonly available lights 7 Navara? although
used one with acceptable markings - I
showing all the appropriate approvals in the parts
think) - Fit park lights up front. (Fitted
book do not have them embossed on the lens
"Britax3)
and if it can not be seen it can not be approved.
However I have since found that Britax lamps •
Provide the Reflectors '_ with something
are well supplied with suitable markings on the
that would reflect. (Fitted aluminium discs
lens. A number of other aspects seemed to be
faced with silver tape in behind.
in the dubious category according to boss man
Bryan Gibson. In the mean time Club member •
Yet another bloody ball joint, This one part
Ken ( Bryans 2ic) kept popping in and out of the
of the Imp tie rod. Two years ago Coopers
of fice talking about vehicle class LE2 or a LE2
Automotive Flew me one out from
and there was a lot of discussion as to whether
England. They no longer provide this
Trivia was classed as a car or a trike or this LE2
service. A used one was likely to be just
what ever that might be. All I know is that it
as bad and I did not much like the idea of
covers 3 wheeled vehicles weighing less than a
having the ball joint stuffed with plastic so
ton. I think? Things had reached a bit of a
I opted for another rod end. There is only
one of the 6 original bail joints left.
stalemate and we were
all awaiting the arrival
Secure seats. They were only fastened
of Roy with the VI N
one side. (Fastened the other sides).
plate and the form set.
•
Enter the Club John
Wayne with all verbal
guns blazing. The atmosphere immediately
changed. items like
Brakes, Hydraulics,
10
Now all I have to do is to take it back and get a
WOF! 1 hope.
Thanks again Roy for all your help. Without your
John Wayne act we certainly would not have got
this far. And thanks to, to Bryan Gibson for his
patience and understanding.
Work on the Sabre has been slow as
usual over the last few months. As
with most folks the career absorbs the
hours of the day and of course there's
being responsible for a house
(cleaning duties) plus, I must play with
the Internet. On December 31 my
computer showed the signs of a virus
infection and put it's booting ,ability to
bed. I spent way too many hours
trying to fix things. It took a full
reinstall to do so but not after
investing in a larger hard drive. Silly
thing really as I couldn't recover the
data from the other, at the time. Two
weeks ago and I tried putting it on the
other IDE bus with the CDROM. Yay,
all my data was back but sheeeze
there was a lot of other junk that I
didn't need.
My mates at work are waiting for the
day when they see the Sabre in the
carpark at work but I honestly tell
them not to hold their combined
breathes.
Up and in goes the reco' d engine and box. 1 had to lift
the rear of the car by quite a bit to help locate the box
to its mount. Ifl'd been working over a pit this
would've been easier. For some reason though, the
box didn't make it... oh dear the bell housing
interferes around the edge offirewall/trans-tunnel.
The white stuff
everywhere is
fibreglass powder.
Such apity
grinding out
Alex s careful
layingjob.
There s plenty of
room for a bell
housing now
though all tidy
and remolded
11
Left: Engine is in but if I place
the carb here.... Nope there s no
chance the bonnet will close.
Hmmm ...
The largest success has to be the
hanging of the doors. I spent over
three days at least per door messing
around attempting to understand why
they were binding as they were
opened. I had to grind back some of
the fibreglass to step the top hinge
inward a bit and around the top edge
area. At last both hinges operated in
the same plane and stopped their
binding action. This allowed me to
position each door such that they lay
well in line with the body. The shut lines
look pretty good but a bit of filler will
be needed. Next come the catches.
Patrick has warned me I've only
started.
My biggest problem now is that it looks
as though I will be changing houses.
It's highly probable there won't be any
nice big garage/workshop for a while.
Storing the Sabre looks a necessary
requirement but I want to have it
assembled as much as possible so it
will be 'kept together'. All spare time
will be used preparing the house for
market. There'll only be moments left
that I can read my Spare Parts
magazine! Until my next Auckland
Nor;thern Sabre news, take care
eve·ryone.
12
The darn thermostat housing lets the hose
exit at the wrong angle and interferes with
the bonnet. Solution? Make up my own
pattern and have Go couple cast. Priced out
to $18 each in the end!
Remote oilfilters but why two? Because I had 'em.
The pump connection was nothing but a heap of
problems with adapters being ordered, paidfor and
wrong type arriving What a costly exercise. I now
have a huge collection ofvarious expensive
hydraulic couplings.
That standard Rover
waterpump pulley is way to
long and very ugly. There S
not much room for the
radiator. Lets shorten the
pulley arrangement. It s a
run of the mill Chevy pulley
from a speedshop.
All the pulleys align. The
alternator fits where I want
too. What size V-belt do I
need? That alternator is a
reco unit rated to 80Amps.
Generally how things look
now. That expansion tank
is too small for the job.
Have to change itfor
something a little bit more
substantial. I can't justifY
a TIG welded unit in
aluminum though.
13
A 'Short' Course in Toyota Parts Identification
Part 2 (Part 1 was in Spare Parts Oct.OO)
Phil Bradshaw
BOX
E153
S54
E51
E51
E154
E*5*
~
1st
2nd
3rd
4th
5th
Rev
Found behind
3.23
1.913
1.258
0.918
0.731
-3.545
91 MR2 turbo
(3S-GTE)
3.285
1.96
1.322
1.028
0.82
-3.153
90 MR2 (3S-GE),
91 MR2 (5S -FE)
3.214
2.045
1.3 33
0.972
0.82
?
89-95 AE90 (4AGZE)
3.230
2.045
1.333
0.972
0.82
~
87-89 MR2
3.38
1.913
1.333
0.972
0.731
?
90, 94 Ce1ica GT4
(3S-GTE)
Ratio
Code
Ratio
Code
Type
A
138mm
1
3.3
23
6.833
2
2 Spider Open
B
145mm
2
3.36
24
7.64
3
2 spider LSD
C
6,25"
3
3.545
25
4.556
4
4 Spider Open
D
6.62"
4
3.556
26
5.571
5
4 Spider LSD
E
7.1 "
5
3.7
27
3.364
F
7.5 11
6
3.889
28
4.3
G
8"
7
3.9
29
4.1
a 4.1 ratio. I believe that IRS and live crown and
pinions are interchangeable if the same diameter
- this is on my list of things to do - but requires
total disassembly.
H
9"
8
4,]]1
30
3.727
J
9.25"
9
4.222
31
3.909
K
9.5"
10
4.375
32
6.591
LSD centres are relatively rare but exist for 6.7",
7.5" and 8" diffs. The former two are '2 spider'
centres from factory, with aftermarket 4 spider
units available; while 8" come with 4 spider LSD
factory in some turbos. Some 4WDs and vans
run 6.7", 7.5" or 8" diffs, frequently with LSD
centres and 'short' gearing, so keep these in
mind as well. Station wagons frequently offer a
source of shorter diffs also.
L
10.5"
II
4.444
32
5.583
12.5"
12
4.625
33
7.503
13.5"
13
4.79
33
5.583
P
14"
14
4.875
34
6.781
R
162mm
15
5.125
34
4.786
5.286
35
7.636
1.333
0.972
0.731
-3.545
3.166
1.904
1.392
1.031
0.815
-3.25
AE 101 Corolla
(20 Valve)
Fig. 2
RWD rear axles basically come in disc or drum
brake versions, and live or independent width
widths to suit the parent vehicle. Some IRS have
vented discs, while live axles come in leaf sprung
and coil versions. There are a variety of crown
and pinion sizes (and gear ratios), and some
factory diffs have LSD centres. The common
crown and pinion sizes are 6.38" (Starlet, small
Corolla), 6. T' (Celica, Corona, performance
Corolla), 7.5" (performance Celica, Supra) and
8.0" (Later Supra Turbo etc). Common ratios are
3.7,3.9,4.1 and 4.3, with 4AGE/2TG tending to
run a 4.1 or 4.3 ratio (4.3 preferred) and 3TGTE
14
Fig. 3
Code
2.045
Rear Axles
'Rear axles are identified by a four character
code, whereby the initial letter designates the
crown wheel size, the next two digits the ratio,
and the last digit the number of spider gears and
whether it is a LSD centre or not. The following
table identifies all the various codes, however,
the most common ones are highlighted, (See
Fig.3 below
Diameter
3.5 83
I am not going to go into transaxles other than to
include the following table, which describes the
more common East-West transaxles and is
useful as a means of establishing the factory
gearing for various engines. The Tercel/Carib
North-South unit may be useful for Formula Ford
type 4AGE installati (See Fig. 2 above)
centres are taller geared. I got the 4.5: 1 centre
from a rare 4AGE powered AA63 Celica with a
7.5" IRS.
Code
88, 90 Celica GT4
(STl65, ST185)
Transaxles:
AE86 and TE72 Corollas have virtually identical
rear axles apart from the disc callipers, which
are slightly different (as an aside, both models
share a virtually identical floor pan). Early 1980
Celicas (RA, MA or TA 45 models) also run a
6.7" disc rear end, however, the pan hard rod and
two upper link locations differ from the Corollas.
The track is virtually identical. Rare Celicas of
this vintage also run a 7.5" rear axle with stronger
half shafts and bigger discs. I have one from a
RA 45, however, I have yet to see another. I will
use this rear axle with a 4.5:1 crown and pinion
from an IRS and hopefully a LSD pack in the
Corolla project. 3TGTE Celicas with IRS run a
4 1 1 ra f 10 7 5" IRS( some are LSD} mos t 7 5"
In simple terms, a car such as a Lotus Seven
replica should run a 6.7" disc brake rear axle
(although you may get away with a 6.38" as it is
much lighter, however, they are all drum brake),
while for anything over say 220 horsepower you
should consider a 7.5". The 8" diffs are practically
indestructible. Apparently the 1985 facelift AE
86 rear axles have heavier duty half shafts than
earlier models.
M
N
S
6.38"
16
T
6.7"
17
5.6
35
5.6
5.714
36
4.778
U
6"
18
V
10.6"
19
5.833
37
3.583
W
15.5"
20
6.167
38
3.417
X
142mm
21
6.667
Y
158mm
22
6.78
15
An example to clear up any confusion: arguably
the ideal rear axle for a 4AGE is T283 - ie 6.7"
crown and pinion, 2 spider LSD centre with a
4.3: 1 ratio. If you are looking for an AE86 keep
an eye out for T283 or T293 axles on the chassis
plate. Some TA 4S Celicas (badged 'GT Rally')
had 6.7" LSDs as an option.
Chassis Plate Deciphering
fitted with the 1JZGTE.
The numbers in the body code relate to chassis
differences, not body differences. In this manner,
an AE8S is a RWD Corolla (Levin or Trueno)
with a 3A engine, drum brake 6.38" rear end and
solid disc front struts; while an AE86 is (in NZ
and Japan at least) 4AGE, 6.7" disc brake rear
and vented front discs. Note that the coupe and
lift back are not differentiated in the model
number, despite being radically different visually.
The following table explains some of the more
common Corolla versions: (See fig.S opposite)
Now we are finally able to decode the firewall
chassis plates. The plates contain a series of
numbers, however, the main ones we are
interested in are the car model 10, engine, trans
and axle.
As for the Celicas mentioned previously, some
are IRS while others have live rear axles - this is
First off is the car model 10 number. This also
differentiated in the body model code.
forms the first part of the chassis number, and
typically comprises two letters and two or three What to Look For
numbers. The first letter is the engine type,
second letter is the body type, while the numbers To be honest, I am mainly familiar with the 4AGE,
are just the generation of that model. The although I am now taking a greater interest in
3SGTEs as I intend using one in my Corolla
following table lists some typical model codes:
project. Engines such as the 18RGEU, 2TGEU,
3TGTEU and SMGE still offer good performance
Code
Model
for in many cases very little investment, but their
replacements (notably 4AGE, 4AGZE, 1GGE,
RWD Celie a or Supra
A
1 GGZE, 1GGTE, 7MGTE, 3SGE, 3SGTE,
1
JZGTE, 2JZGTE· and 1 UZFE) all offer
FWD Celiea
T
considerable gains.
E
Corolla
W
MR2
P
Starlet
In this manner the boxy 'OX' Corolla of early 80's
vintage (the last of the mainstream models before
they went FWD, that were prone to rusting and
caused Toyota huge headaches as a result) were
actually KE70 models; ie K series engines in a
Corolla (E) body. The Starlet available at the
same time was a KP61; again a K series engine
in the Starlet (P) body.
Where it gets confusing is things like the 198286 RWD Celica/Supra family that came with a
huge range of engine options. These
includeTA63, RA63, SA61, MA63, GA61,
AA63 ... Basically these were produced with
damn nearly every engine Toyota made! The
replacement model is the GA70 or MA70,
however, a rare model is the JZA70, which was
16
The bottom line is that for most small RWD cars
the 4AGE and 3SGE represent the most useful
engines. I firmly believe that you should aim to
install the newest engine possible into your
project, in order to gain the most remaining life
from it and to utilise any improvements in
performance and reliability. That said, be careful
that you don't install an engine that sits in an
unfinished project for S years before being used
in anger ... remember, the engines only ever
become cheaper and more available. The same
is not true of the .T-SO and W-SS series
gearboxes, however, which are starting to
become thin on the ground.
4AGE/4AGZE
If you are planning on using a 4AGE engine then
there are two easy gearbox choices: the T-SO
and K-SO. K-SO is ideal if you are using the engine
in stock form and a cable clutch is easier for the
installation. Be warned that only a K-SO from an
A-series engine will mate to your engine. The T-
Body Code
Year
Description
Comment
KE25
71-75?
Early Corolla with 13" Wheels
3K?
TE27
71-75?
2TG powered versions (Levin/Trueno)
2TG on Carbs, 6.7" drum rear.
KE35
75-79?
3K powered?
Some twin carbo
KE70
79-83?
4K powered
AE70
81-83?
3A engine model
Use subframe for 4AGE conversions.
TE71
79-83?
2TG LevinJTrueno
81 on EFI. 4 Wheel discs.
AE86
83-87
4AGE. Last RWD Corolla.
Vented front discs. Some factory LSD.
AE85
83-87
3A Shopping basket model of above.
Drum rear, smaller dif( mostly cable clutch and
sameT -50 or autos
AE82
83-87
First FWD Corolla.
2A, 3A, 4A. 4AGE versions.
EE82
83-87
4E powered Corolla.
Easy to swap 4EFTE turbo in (But why?)
AE92
87-91
Introduction of 4AGZE to TruenolLevin.
AE101
91-95
Introduction of silver top 20 valve to GTs.
AE111
95-99
Introduction of black top 20 valve.
Last model with supercharged 4AGZE.
Fig. 5
SO is really the only choice for any serious use,
and by using either a 3A or 4AG bell housing you
can select which side the clutch mechanism lies
on.
your own bellhousing to suit, or else try
Conversion Components in Waihi, who
apparently cast and sell4AGE to Supra gearbox
bell housings.
The good news is that either gearbox will bolt up
to any of the 4AGE derivatives, however, some
engines (notably the supercharged ones) need
their flywheel changed to standard as it is too
big to fit within the bellhousing. Note that 3A
engines have 6 bolt flywheels, while 4AGE all
use 8 bolts. All FWD engines require a spigot
bearing in the back of the crank to help locate
the input shaft for the gearbox. Luckily all cranks
are machined to take one and so it is merely a
case of fitting the standard bearing.
3SGE/3SGTE
If you are going to develop over 200 horsepower
(as in my friend's turbo and supercharged 4AGE
will) then the best option is a supra gearbox,
however, you will most likely have to fabricate
There are two gearbox choices for the 3S family
of engines. Both T-SO and Supra gearboxes can
be relatively easily bolted to the 3S engine. The
key to both is a bell housing from a 1S engine,
which was connected to either gearbox
dependent on the car. A trap for young players
is the spigot bearing in the back of the crankshaft,
in that the 3SGE etc do not have a bearing, and
the design of the crank is such that the input
shaft of either gearbox will not locate sufficiently
into the bearing once fitted. The common solution
is to machine the front lip of the bell housing back
some 7mm to gain added engagement.
17
The next issue concerns that fact that all 3SGEs
have the starter motor mount from the gearbox
end of the engine, hence when you bolt a RWD
starter motor to the RWD bellhousing the pinion
does not line up with the ring gear on the flywheel.
Two actions are required: firstly the ring gear
must be removed and rotated 180 degrees to
match the engaging tooth profiles between the
ring gear and starter, and a spacer is required to
pack the starter motor (and hence the pinion)
into the correct alignment.
An added complication concerns the 3SGTE in
that the turbo and starter motor now want to
occupy the same space. The solution here is to
cut out the out-bossing for the starter (and an
identical patch on the opposite side of the bell
housing) and swap them this takes careful
measurement, cutting and welding, but can be
done. The thin steel cover plate that goes
between the engine block and flywheel can be
reversed and used as a guide.
Be warned that 1S bell housings to suit W55s
etc are extremely rare, and so hard to get. If you
are going to run more than about 200 horsepower
then you really need to use the Supra gearbox.
The W57 and W58 .ratios are excellent once
underway, however, the first gear is rather tall.
My personal preference is for the W58, given
the taller 5th gear, however, I have had to satisfy
myself with a W57 so far.
1996 (DarWin to Adelaide}
World Solar Cycle Challenge (\AlSCC):
The New Zealand Entry.
NevileBaxter
Conclusion
This 'brief' article has hopefully served to explain
the myriad of Toyota engine, transmission, axle
and body combinations that exist out there, and
provided an idea of what to look for and how to
find it. The large number of permutations
available from the factory enable a 'pick and mix'
approach to be taken to concoct almost any
mechanical combination you want using largely
factory parts - it just takes some time and effort
to research the ideal combination and what
vehicles the parts hide in.
CHEVRON SPORTS AND PERFORMANCE CARS
For more information call at or write to:
Chevron Engineering Specialities Ltd
55 Victoria Street Onehunga Auckland
PO BOX 13 571, Onehunga
ph 09 6343328 fax 09 6369342
Web page http://www.webdesign.co.nVchevron
1
Here are some details and photos of my World
Solar Cycle Challenge trike (which was not
finished in time) taken in Darwin before the start
of the 1996 race. This is a C class vehicle
(minimum of 3 wheels, streamlining,
non-production). The other, four entries in this
class were from Japan, the USA, Australia and
Italy, finishing in that order.
Brief design details:
Concept:
At the outset, I intended to make this a race
vehicle for the first WSCC, then afterwards, this
or a second machine would become a
demonstrator for advanced vehicle features in
miniature. With light weight and clean
aerodynamics, it could be fitted with various
combinations of pedals, electric drive, lithium-ion
and other batteries, fuel, cells, solar cells,
generator set, supercapacitors etc. Having
component powers of around 1 percent of a
full-size road car, the cost would be relatively
low.
Designer
Country
Cost ($US)
Project time
Neville Baxter
New Zealand
7000 (vehicle)
6 months
Performance
Predicted average speed (km/h) 60
18
630
Chassis/body
Semi-monocoque body shell and interior panels
of carbon fibre/epoxy with Aramid honeycomb
core. Moulded acrylic windows and a fin
enclosing the rear suspension steering head. The
shape is a teardrop having a fairly blunt nose (in
planform) and a slightly truncated tail, with
ellipsoidal body sections to achieve a clean
shape within a length of 3000 mm (the maximum
allowed by the 1996 rules). Rider position is
recumbent (eye height 600 mm off ground) and
body depth 630 mm (not roomy).
Aerodynamics
Drag area (m2):
Frontal area (m2):
Drag coefficient:
0.044 (Estimated)
0.44
0.10 (Estimated)
Solar array
Small monocrystalline silicon screen printed cells
(BP Solar) (12.5-14% encapsulated eff.) in small,
curved modules (flush with body) of 72 cells (24
Volt system) bonded directly to top and sides of
upper shell, encapsulated with silicone resin
having smooth surface. Diode on each module,
no MPPTs. Expected total power 100 W with 1.2
m2 of solar panel area.
Motor and Transmission
Dimensions:
Vehicle weight (kg)
Length (mm)
Width (mm)
Height (mm)
Wheelbase (mm)
Track (mm)
Ground clearance (mm)
Body depth: (mm)
55
3000
810
1010
1730
620
135
Motor: Ametek brush DC 30 volt, 90 W
continuous at 24 V, 600 rpm, 2.9 kg.
Controller: Custom, chopper type, no
regeneration.
Transmission Drive via cycle chains and
cross-shaft from pedals and brushed dc motor
to left front wheel. 21 gearing ratios from pedals,
19
7 ratios from motor.
This required very clean aerodynamics, light weight and
low rolling resistance.
Batteries: Up to 8 kg of lead-acid
batteries or lesser weight of other
battery types for equivalent energy
capacity. 24 V system.
The layout was inspired by Buckminster Fuller's 1933
Dymaxion vehicle, but with the rear steering, it has marginal
directional stability.
Suspension and steering
History
Wheel layout: 2 front, 1 rear
1996: Project time was six months. Plugs, moulds and
Suspension: Welded aluminium
forked leading swing-arms with MTB
coil spring/damper units and anti-roll
torsion bar (front), MTB sprung front
forks (rear).
Steering: Rear wheel steering with
centring springs and damper
Operation by Bowden cables from
central stem-mounted handle bars.
Brakes, wheels and tyres
Brakes: Bicycle caliper brakes on all
wheels. Left hand lever for linked front
brakes, right lever for rear.
Wheels: 650 AI alloy rims with 28
stainless steel blade spokes, normal
bicycle axles.
Tyres: Continental 650x20 tubed
Kevlar grooved slicks. 700kPa
A nice side view with
the upper shell
removed
bodywork were built by professionals. Funding was by
myself with assistance from supplier discounts and
volunteer helpers, but I was unable to obtain sponsorship
money, so very short of resources. A team of two travelled
to Darwin, hoping to finish it adequately and get more
people. Some of the photos show the trike supported on
foam blocks at the rear of the starting grid in Darwin (front
suspension units were not yet attached).
1997: An Australian high school imposed their own unique
design concepts on it in 1997 and attempted the 1997
WSCC (Adelaide to Alice Springs, return).
And a view of the
nose
1998-'99 As a result of my subsequent sighting on recovery
to New Zealand in early 1998, it was stripped and returned
to the original body shape, using the spare upper shell.
Future use is currently uncertain (minimal funds), but I intend
to fit linear or oval pedal drive and smaller wheels with
conventional front steer, rear drive layout.
The workshop scene at the Darwin showgrounds. The
Malaysian solar car team moved into the next bay shortly
afterwards.
Rolling
resistance:
0.0045
(estimate) on Stuart highway.
Trike 2 days after
return from Oz 22
Feb 98
System control
Hand throttle, ammeter, voltmeter and
cycle gear selection. Hand-operated
caliper brakes.
Comments:
At speed, the narrow wheel well
cutouts would be aerodynamically
very clean. When turning more tightly
(at low speed), spring-hinged side
panels at the rear would allow the rear
wheel to turn further.
I intended this to be as fast as the
Japanese Super Tonkachi (assuming
equivalent cyclists) in spite of much
less (cheaper) solar panel power.
20
A rear view with the upper shell removed at
rear of starting grid Two solar bicycles and
the Italian trike (Ferrari tech school's
Pinocchio) are visible in the background
Trike at
Sweetwaters '99
21
SKITE NITE - FEBRUARY 2001
SKITE NITE - FEBRUARY 2001
Rob & June Wests McLaren M6
Paul Woodfiel's Saker at Skite Night
22
.Pat Harlow and Alex McDonald's Sabres
23
SKITE NITE - FEBRUARY 2001
John Cumming s Fraser
Skite Night Crowd
24
SKITE NITE - FEBRUARY 2001
Bruce Turnbull s Saker
John Wilson s Ferrari GTO Replica
25
I K e l l i s o n Astra
As a follow on to the January Sparse Parts article
on the American Kellison Astra J-5 and the "freely borrowed, from Jim's highly advanced
ludicrous idea that "it was the most copied coupe design cues".
design for decades to come" plus Ron Stroud's I was relecting on the above as I worked on the
response 'By design' in February's Spare parts, pieces of my Cockram SS100 and suddenly it
Ian Macrae has submitted the following Costin came to me. Jim was once sitting in his
article, the car that Ron gave space to in his pushchair, somewhere in America, when a
article. It is, of course, not only about the Maserati 1930's SS car went past, possibly an SS 100 and
but also about our past Patron the late Frank he thought, "Darn me! that long bonnet (probably
Costin and comes from Dennis Ortenburgers hood) and short boot (possibly trunk)
book on Frank, 'Flying on four wheels'. The configuration sure looks like it's licensed to prowl
Kellison 'Design Cues'and 'Styling Elements' the streets. One day I'll copy that idea." So he
were not for Frank. This was just so much hype, did!
what mattered to him was "Does it work?'
Somehow on reading this you suspect that "a Well! its as likely as Jaguar copying a Kellison.
wild and exciting animal slightly tamed to obey However, you look at it.
and licensed to prowl the streets" was not quite For the real world, read on.
his idea of a car, nor I suspect did the designers
of all the other cars that were purported to have Ed
The Costin Maserati Le Mans coupe
Acknowledging "Flying on Four Wheels" by Dennis E. Ortenburger
...
For race goers a disappointing change came
to the sport in 1957. The FIA decreed that
beginning the following year there was going
to be a three litre limit on engine capacity for
international events. This decision eliminated,
for a while at least, the exciting and popular
big-engined sports raCing cars. It was the end
of the line for the Maserati 4.5 litre (four cam
V8) developed to produce a reported 400 bhp
and to power their famous 450-S Spyders.
Probably the fastest two seat racing car of
the era, the 450-S suffered the same reputation of its smaller brother, the 300-S, which
was either to win or break.
The 4.5 litre cars had a chassis typical of
pre-Birdcage Maseratis. The Birdcage was a
bizarre attempt at a spaceframe whereas the
4.5 cars were more conventional and were
constructed of large diameter tubes at the
bottom and smaller ones at the top placing it
26
somewhere between a spaceframe and a ladder type. While commendably robust, it was
also a little on the heavy side. Huge drum
brakes were installed because stopping power
had been a problem with the earlier 3.5 litre
cars. These brakes were so large they had to
be located inboard of the wheel rim for clearance. The gearbox was a five speed transaxle.
On some of the cars a gear set on the end of
the clutch gave two ratios which provided ten
forward speeds! The body was made of alloy
and the style was typical of Italian thinking of
the period, but more of that later.
Maserati held high hopes for 1957; the company would have liked nothing better than to
capture the Sports Car Championship before
the change to the new formula. The plan was
to field as many 3.5 and 4.5 cars as they could
in each of the international races and to include something very special for Le Mans.
Maserati had taken keen notice of the significant advances in race car aerodynamics seen
at the French Classic and decided to try something along similar lines. Stirling Moss was
under contract to drive the 24-hour race and
was asked if there was anyone he knew that
could do the job. Indeed he did. The man was
Frank Costin.
Conceived in haste
It was only three months before Le Mans when
Costin received a call from Moss' business
manager, Ken Gregory. As it happened, Le
Mans had become Costin's favourite race and
the opportunity to design the bodywork on a
big Maserati for Moss was definitely a coup.
With a car like the Maserati an overall win at
one of the most prestigious races in the world
appeared to be within his grasp.
After the financial agreement was set,
Costin went to London to pick up the drawings of the engine, chassis and suspension
layouts. Upon reviewing them he received his
first of many disappointments. They were almost completely lacking in critical dimensions,
precisely the details he needed for his calculations so Gregory was sent back to Italy to
obtain the necessary information.
Eventually the specifications arrived and
with them the news that Zagato would build
the body, but construction needed to begin in
four weeks. A month of burning the midnight
oil was precious little time to work with but he
was committed so he set to work in earnest.
To save a little time he decided that the basic
shape would follow a proven winner-the
Lotus Eleven. All of his previous calculations
could be more or less scaled up for the larger
car. He chose a coupe configuration for two
reasons; the elements for drag reduction were
more favourable in a closed car and he did
not have to bother with the new Le Mans windscreen regulations for open cars which had
all the race car builders up in arms. This controversy started in 1956 when the Le Mans
organisers set minimum height requirements.
Even though they relented in 1957 and allowed a 6 in minimum, reduced from the previous 8 in, it still required most drivers to look
through the screen rather than over it. The
problem of keeping plexiglass dean after a
24-hour accumulation of filth gave designers
and drivers fits. Even though the rules were
slightly different for closed cars, Costin had
in mind a very short windscreen to keep as
Iowa body profile as possible.
Stirling Moss was always being solicited by
a wide variety of road car manufacturers looking for his endorsement. As a result he always had a number of cars at his disposal
and Costin asked him to conduct some experiments. The plan was to tape over the inside of the windscreens and then peel away
strips until Moss had just enough visibility to
drive safely. The experiment resulted in a col-
WaF
TYRES
BALANCING
PUNCTURE REPAIRS
MAG WHEELS
WHEEL ALIGNMENT
BRAKES
SHOCKS
MUFFLERS
LUBES
Mon - Fri 7.45am - 5.30pm
Sat 9am -lpm
27
lection of visual angles which he could live
with in racing conditions. When Moss was finished, Costin designed the Maserati's windscreen opening, taking into account the seat
position and Stirling's height.
With this information and the specifications
from Maserati, Costin computed his sums and
laid out the body shape in full scale. The car
emerged squat, bulbous and purposeful yet
the front of the car was very reminiscent of
the diminutive Lotus, including the elliptical
air intake. Another feature it shared was a fully
enclosed belly pan but the roof, of course, was
something new and it extended almost straight
back to the tail. In this way, the reverse camber line was maintained and there was more
than sufficient rear body side area to control
the car's centre of pressure. Although Frank
had used a Kamm back on the Elite he wasn't
convinced it was all that effective so he chose
to use a curved tail on the Maserati.
Costin designed intake ducts to cool the driver
and to provide air for the carburettors. The
latter was done by means of a hole, covered
with wire screen, at the point of highest pressure on the bonnet slope. Frank would have
preferred a NACA duct but in order to keep a
low bonnet line over a tall engine he ran out
of sufficient room for the submerged type of
inlet. He also ducted the radiator so that air
was exhausted into the wheelwells. The V8
called for enormous exhaust pipes which presented a problem of heat transfer into the
cockpit. Frank designed them to fit inside a
secondary pipe with an air wall of 3/8 in separation. This secondary pipe was ducted so
that a constant flow of air passed along the
length of the exhaust pipe thereby producing a thermal insulator from the driver. These
pipes were then tucked neatly inside the sill
boxes to exhaust ahead of the rear wheels.
; The interface of windscreen to body was
also given careful consideration. The normal
28
rubber moldings presented a hurdle to the
airflow which created turbulence over the top
and sides of the roof. As with his Elite modifications Costin designed a flush fitting windscreen which was held in place by a sheet
alloy surround. The glass was to be sealed
with a slow move plastic filler.
When the drawings were finally completed,
Frank rolled them into a large bundle. He
called Ken Gregory and arranged to meet him
at London's Heathrow Airport where Gregory
would immediately deliver the schematics to
Zagato. Costin had heard stories questioning Gregory's business manner so the agreement was that each would arrive with their own
bundle of paper, one bearing the likeness of
the automobile and the other inscriptions of
pound notes. In the dead of night, out on the
tarmac under the roar of aircraft engines, each
held out his roll. Hardly a word passed as
Gregory went straight to Milan and Costin shot
straight off for a pint!
Born into antipathy
About three weeks later FAC was called to
oversee Zagato's construction of the Le Mans
coupe. He managed to get some time off from
De Havilland and flew to Italy. When he arrived at the Zagato shops he was surprised
by the noise of the place. There wasn't a shaping wheel in sight, metal forming was accomplished by dozens of smiling Italians wielding
hammers. But the shock to his ears was nothing compared to what he saw on the wall.
Zagato had laid out the car's full scale side
view on a plywood sheet but Costin's lines
had been altered. The exhaust pipe ducting
was gone and some fillets were changed but
worst of all they'd raised the roof and the windscreen with it. Why? 'Because none of us
could possibly see out of it.'
Frank had been unprepared for some basic philosophical differences. It seems that
Maserati could not entirely accept the idea of
an English design being built by an Italian firm
so they allowed Zagato to change it as they
liked. 'You have no soul,' they said 'only Italians have the feeling for designing really fast
cars.' Try as he might, Costin couldn't make
them understand the aerodynamic losses in
the changes they proposed for the windscreen. The car was nearly 6 ft wide so it was
unfathomable to show how 2~ in added
height could affect the speed. Frank decided
later that besides Zagato's pride they had
been 'Gregoried' into doing a big job for a
small fee. They got paid win or lose.
Costin's frustration culminated in an exchange of sharp words in which he called
Zagato 'a bunch of burps who would actually
build a car slower than it could be'. He wondered what more could they do? Frank was
hardly their hero by then but he decided to
stay and make the best of the rest of the week.
Unfortunately, he grew more disheartened by
the day and almost in a trance observed the
panel beaters hammer on.
Each panel went through stages defined by
the age of the worker and the size of his hammer. The older, more experienced men had
the largest mallets and did the initial forming
to obtain the overall contours. The younger
apprentices used small hammers to smooth
out the bumps and undulations caused by the
first operation. When the shape was finally
about right it was marked by countless dimples and waves. To get a surface ready for
paint they would lather the whole thing up with
body filler and sand it smooth. At the time
Zagato's 'bread and butter' was the little Fiat
Abarth coupe and Costin noted that some of
their contours were built up by almost 3/16 in
of bondo. To no one's amusement, he remarked that they were really building filler cars
with metal centres.
By the end of the week only a few panels
were on the Maserati coupe and Costin had
to return to England. The car was still 'a pig's
breakfast', to quote him, but there was nothing more that he could do. He had never experienced so little understanding or so much
reluctance to follow his instructions and as a
result Costin would never again undertake the
design of an Italian car.
The first person to greet him was Colin
Chapman. After an exchange of 'How's it going?' Chapman grinned from ear to ear and
said: 'You'd better go over and see your sieve.'
'What do you mean sieve?' enquired Costin.
'Well, it has more holes in it than a sieve and
you'd better go have a look.' Chapman was
apparently tickled to death and thought what
Maserati had done was extraordinarily funny.
Now more anxious than ever, Francis walked
over to the Maserati pits and spied the car
being pushed out for practice.
'Aw, God! he thought to himself 'it was absolutely diabolical'. The first thing he saw was
the windscreen and its sealer. He could understand the flat panels because there wasn't
enough time to mould a curved piece of glass,
but instead of the proper slow move plastic
they had used a brown 'gunge' (for lack of a
more technical term) which was extruding itself out around the windshield surround. This
brown and sticky goo had formed tendrils
which had crept back over the red roof and
bodywork. It looked like something out of a
low budget horror movie.
Chapman was right. The Maserati mechanics had cut holes here, there and everywhere.
Moss came over, obviously distraught, and
informed Costin they'd got the engine underbonnet air piped onto his feet and the radiator ducting was bodged so hot air was going
into the carburettor intakes and the engine
didn't like preheated air and oh, it was a mess.
As detailed earlier Costin had originally
designed the bonnet to fit closely over the four
29
Weber downdraft carburettors with a duct to
feed them. Zagato, on the other hand, had
paid no attention to the drawings at all and
besides fitting an airscoop with too small an
opening, it was also way off the site of maximum air pressure. The radiator cap access
hole was uncovered and allowed the radiator
air to go straight up the bonnet and into the
carburettor air scoop. This combination resulted in the engine only pulling 6,200 rpm
instead of its expected 7,000.
The exhaust pipes weren't in their tubes and
only an outside cover had been attached
which conducted its heat right into the cockpit. No matter, the covers were to fall offend
be run over in practice anyway. Zagato hastily cut an air scoop to cool the interior. Again,
it was in a low pressure region down stream
of the engine so, of course, only hot air got to
the driver.
Costin had taken great pains to specify both
the type and supplier of a De Havilland aircraft windscreen wiper, just the thing for flying on four wheels. Zagato, however, had
taken no notice of that either and fitted a regular automobile wiper assembly, probably from
a Fiat. On a practice lap near the end of
Mulsanne it broke offend flew away. Moss shot
into his pit and said: 'I really don't care
anymore what falls off, it's too bloody hot to
drive anyway.'
Costin shrugged when he saw the fuel filler
sticking up like a flag pole but the final straw
came when he looked underneath the car and
saw the chassis tubes! It was completely open
and there was no underbody enclosure at all
except a hastily pop riveted sheet smack under the driver. Unable to stomach any more
he walked away swearing. Costin's meticulous attention to every detail had been completely misunderstood and almost totally ignored. Even the perpetually enthusiastic Harry
: Schell, who was to co-drive with Moss couldn't
o
o
30
cheer him. 'You shouldn't get too drunk you
know, it might be alright.' Costin took Schell's
advice and only got a little drunk.
The Costin Maserati was, nonetheless, tremendously fast and held second place until
the rear axle failed. Both the coupe and the
one 4.5 litre Spyder which was entered were
felled by the same cause. A rubber cover that
held the grease in an outboard universal joint
had split. When all the lubricant spun out the
U-joint seized and broke.
This was not a happy story for Frank Costin
but there is still a twinkle in his eye. 'Had it
been done right and proper the monster would
have walked away from everything else. The
Spyder was good for 180 mph so the coupe
should have done 200, hell, it would have
done 200 miles an hour.'
Looked after in old age
The Costin Maserati was a car that quickened
the pulse of most enthusiasts who had a
chance to see it. Le Mans has had many exciting coupes but few were as hairy as this
one. Most everyone who had a hand in the
project, however, simply wanted to forget
about it, including Maserati. After Le Mans the
car was stripped of the internals and suspension and relegated to the scrap pile back of
the works.
In 1958 An American visiting Maserati spotted the car, recognised it and knew he must
have it. Enough money was flashed which
convinced the factory to do a restoration.
Fantozzi was commissioned to do the work
and he added various bits including a wraparound windscreen, rear quarter windows and
some interior trim. Curiously, the car was
lengthened, by exactly 25 cm, by stretching
the cockpit. Even so the coupe retained much
of the Costin line and certainly all the visual
excitement it first generated.
....
The Costin Maserati travelled around
the United States, passing through the
hands of several owners, each caring for
another detail. The engine and the
transaxle were overhauled, the brakes
and hydraulics were renewed, various
trim items were chrome plated and the
interior was tidied up for road use. Inevitably, the car was entered in Concours
competition and took a win in the Car and
Driver magazine show in 1963.
In 1978 the Maserati was purchased
by Peter Kaus in Frankfurt, Germany. In
addition to an occasional blast down the
The Costin Maserati Le mans Coupe
Car and Engine
autobahn, he entered the car at the
Nurburgring Historic races in 1979. An engine
slightly off song and intense cockpit heat
(Kaus hasn't yet incorporated the original
Costin design elements) kept him from seeing 200 mph. Otherwise, the experience was
thoroughly exhilarating. It is obvious that great
care and detail have been lavished on the
Costin Maserati over the years. What a pity it
wasn't done in preparation for Le Mans.
31
Last Month's
Quiz Car
For Sale
This Month's Quiz Car
Chevron - powered by slightly modified 13b Mazda - adjustable shocks,
braking etc. suit hearing ilnpaired speed freak under 5' 10" with small
feet and some auto electrical skills. $8500 ono tel Trevor 9711752
work.
Wrap-around bubble windscreen for project car
Genuine Ultima front screen (Saker/McLaren style)
standards compliant - fire sale price as previously fitted
(and the only local Ultima has been exported)
contact Dave at Continental Car Services on 04 3843484
Supra Gearbox
1 five speed close ratio gearbox for $350-00
contact Roy Hoare ph (hID 564-597&)
Valley Platers Linl.ited
Okay, stop looking, its not nine cars
that you are looking for in Ian
Price's clever quiz car. the Editor
has NOW been told it's SEVEN!
They are:
VW Daytona Beach Buggy, Citroen
2CV, Mini, Ford Corsair, RR
Wraith, Lincoln Continental, and, an
American Ford of unknown type
Enquire of our 2
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04569-2222
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04564-5070
Please supply manufacturer and model
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Call for free advice and professional service and give your car the inside edge.
9a Wall Place, Linden, Wellington, Ph/Fax: 042328619
33
---------
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Presidents' Cup
Points as of 28th February 2001
Brian Robinson
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Patrick Harlow
Roy Hoare
Alex McDonald
Dave Bray
Terry Buffery
Ron Stroud
Paul Woodfiled
Neville Baxter
Ross Bridson
Terry Buffery
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Glen Collins
Darryl Cooley
John Cummings
Barry Dawe
Dave Frost
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Jon Loar
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John Mander
Chris McAdam
Ian Mcrae
Kit Peverill
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Steve Strain
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45
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35
35
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30
20
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25
10
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10
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20
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35
34
'}
:.' ;:',..<" ,':,' ,.:i.
48 Kings Crescent
LOWER HUn
6 March 2001
The Editor
EVENING POST
Box 3740
WELLINGTON
Dear Madam
I would like to record, through your newspaper, an uplifting experience that I have recently
had on SHI about 2kms north of Paraparaumu whilst driving south from Ohau. This occurred
at 5pm last Thursday, .1 st March when due to a faulty fuel gauge I ran out of petrol and the
car stopped. This was on a high speed .righthand bend with double yellow lines and virtually
no shoulder. I could not get my off-sidewheels off the lane by about 30cm.Traffic was heavy
and fasUn both directions and I was horribly aware of the hazard my car was causing. An
accident wafting to happen and a nasty one at that.
Desperate for help I switched on the hazard lamps and hopped out of the car and tried to flag
down someone hoping to get the use of a cellphone but no one stopped. They were travelling
too fast and would not risk stopping in such an awkward situation.
Except for two young men in a truck who pulled in past the bend and ran back to see what
assistance they could render. And render it they did.
The car was on anjncl1ne, it is large and weighs 1% tonne. "Getin and steer" they said to me
(another IOOkg), but to my surprise and delight they pushed it up that slope for about 70
meters to the safety of a driveway.
Iwas virtually shaking with relief but they hadn't finiShed yet We're coming back through in
about 20 minutes, can we bring some gas?" I couJdn't get my wallet open fast enough but
had only $15 in it which I gave them and off they went.
They were back inside the 20 minutes and actually poured in the $10 worth of petrol, While I
held the funnel. Then they tried to hand me back the $5 change. Peeling like all kinds of a
cheapskate I thrust it back at them and told them to .have abeeron me. Such generosity!
Such appalling meanness.
In the trauma of the inddent I didn't take their names or where I could contact them and will
probably never see them again.
But this day I have sent a donation to the Crippled Chidren's Society at Mana. Because, but
for those two guys, crippled children is the least j could have expected.
Yours sincerely,
John Mander
36
,,' .~; "'" ':"'\""
.".
'~.
",'. ",
INTERI\II.A~QlJE··NEWS
Well, summer is almost over and it's time to
start preparing for this year's Intermarque
sprint series held at Manfeild Autocourse.
(anticlockwise) is totally awesome and very
quickly brings everybody down to earth and
on a totally equal footing.
The sprint series is a low-key start up event
designed to give the total novice and the
seasoned racer a good run for their money.
The event is run with only 8-10 cars on the
track at anyone time. The cars are set off in
pairs with a large gap between each set of
pairs. This enables the driver to go as fast or
as slow as they are comfortable with.
Standard road cars when running in this type
of event are no more stressed than a good
hard run on the motorway. The safety side is
dependant on the individual driver and not by
the closeness of other competitors. The
safety of your car in respect of panel damage
is determined by your own driving skills and
techniques as the chance of being struck by
another competing vehicle is very remote due
to the interval at which the cars are set off.
For the total novice to motorsport this is an
excellent way to become involved even if it is
only assisting in flag marshalling or time
keeping. For the learner or first timer there is
an opportunity to go out with an experienced
driver before the sprints start. This is usually
run between 9.00am and 10.00am. As this is
before sprinting gets underway it must be
stressed that driver training is as the words
imply and must be done at a speed that is
safe and sensible. This training will be
observed and race speeds will not be
permitted. Any drivers who abuse this for
either high speed training or testing will be
removed from the circuit.
The entry fee for the event is $45 (plus MSNZ
levy). This fee gives you an interesting day
at Manfeild with a minimum of 3 practice laps
and 3 sprints consisting of a warm up and 3
flying laps.
It is agreed by all the Clubs that run rounds of
the Intermarque that a passenger during
sprints for the purpose of driver training will
be allowed based on vehicle eligibility and
driver suitability. This means that the car must
be of the standard as specified by the
MotorSport Association (MSNZ). The event
is designed to teach and improve driver's skill.
IF a passenger is being carried the driver must
behave in a responsible and safe fashion.
Carrying a passenger is deemed to be a
privilege and anyone considered abusing that
privilege will be removed from the circuit.
One of the concessions in the track hire fee
is that the organisers are able to vary the
manner in which the sprints are run. In the
past when Manfeild was hired we were
required to specify what portions we were
intending to use. If the long circuit was used Car Preparation
a substantially higher fee was payable. Now
when the track is hired, all facilities are Car preparation is a relatively simple thing and
available. It is intended depending on interest if your car has a current warrant of fitness then
shown by competitors to utilise the short it should be of a standard suitable for a sprint
ci rcuit, the long circuit and/or the new series.
extension which is a short circuit on its own.
We may even, if sufficient interest is shown, A scrutineer from the organizing Club
run in a reverse direction. Manfeild in reverse examines each car. The basic examination
consists of a warrant of fitness check with
37
particular interest on things such as brakes,
steering and suspension. The check
concentrates on aspects of safety. There is
no reason to be concerned because if any
fault is found it will be explained in a quiet
manner and ample opportunity is given to
rectify any small faults found.
It is always advisable to try and maintain the
exterior and engine compartment of your car.
This shows the scrutineer that you are
interested in keeping the car neat and tidy.
If your car is an open car you will also need
MSNZ approved rollover protection.
These modifications are all that are required
to your car to spend many happy hours
whirring away at Manfeild.
Driver Preparation
Personal safety equipment consists of good
stout leather shoes (not synthetic), a pair of
cotton or fireproof overalls and a crash helmet
of good safe construction. Most helmets
purchased in NZ are of a standard suitable
for motor racing. If you are purchasing a crash
helmet tell the shop you intend to use it for
motor racing and they will be able to advise
you. It is important to remember that if a
helmet is to do its job then it must fit and be
correctly worn at all times. The cotton overalls
must be clean and free of grease, oil and old
paint.
Small modifications are required for track use.
One is the installation of a small approved fire
extinguisher which must be bolted in place
with a minimum of 2 x 6mm bolts. The bolts
must have a flat penny or panel washer, a
spring washer or a nylock lock nut. PK Screws
or self tapping screws are not permitted. If
your car is fitted with an after market
carburetor it must be fitted with dual return
springs or alternatively the linkages should
be designed so that if the main spring should
A Clubsport Licence which is obtained from
snap the butterfly will return to the closed
MSNZ upon payment of a fee (but no exam)
position. On most factory installations this
is required as well as a log book for your car.
happens automatically and so it is not
necessary to fit a second return spring.
Total Tyre Care Service
New & Used Alloy Wheels
New & Used
Steel Belted Tyres
A Tyre to
Finance available to approved
Suit Your Budget
customers on New Alloy Wheels
045685989
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Wheel Trims - alloy wheels - new tyres used tyres
Fitting & Balancing in store
SAKER CARS
Saker Sprint
2001 Intermarque Dates
Saturday 28 April
Sunday 27 May
Sunday 29 July
Sunday 26 August
Sunday 7 October
Sunday 2 December
For any enquiries regarding the sprint series feel free
to contact Ron Robertson phone 564 8389
38
Saker SVI
By TURNBUll ENGINEERING
P.O. Box 9, Bunnythorpe, Manawatu, New Zealand
Phone/Fax: 06 329 2923
web site: http://www.saker.co.nz
e-mail: [email protected]
39
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U
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43
Imitation really is the sincerest form of flattery
Dave Bray
Back in the mid to late 1920s, Ferdinand Porsche ways, but with such luxuries and creature
designed the first Mercedes-Benz S-type, a four- comforts as doors, a proper windscreen and
seater tourer and the forerunner of the SS, SSK facilities for a convertible top.
(Kurz or 'short') and the SSKL (Leicht meaning I have no doubt that this will prove to be as superb
'Iight').
a job as the one we saw, and in the meantime I
The SSK has been described as 'the ultimate in have made tentative approaches to Doug for him
blood and thunder vintage sports cars, with well to bring the SSK down to a club night sometime.
over 200bhp in a 116ins wheelbase, producing Hamilton is a long way, but if you don't ask ....... .
something over 110mph' - an amazing beast
which was driven to third place in the '29 Monaco
GP by Carraciola. Of the 37 made only seven
are thought to have survived (the brakes of the
day really weren't up to the task of stopping this
monster) and most of them are tucked away
safely in museums, and they're in the serious
millionaire-owner bracket.
Being a fan of most of Porsche's handiwork I
was delighted therefore to come across a very
convincing SSK replica at the Starship Car Trek
event in Rotorua recently, and even more
pleased to be able to picture it alongside our own
replication of a Porsche product.
Boy oh boy, did Porsche change his ideas in the
30 years between the two designs!
The SSK in question is not the South American
turnkey car that came along to the Club a year
or two ago, but was scratch-built by Doug
Bunting, a property manager of Hamilton with
much of the mechanicals being derived from a
1970/71 Mercedes 280 saloon, with the body
being turned out by hand, almost entirely in steel.
I could rave on at length about the quality of the
workmanship and the apparent accuracy of this
enormous vehicle which is registered as a
'reproduction' of the 1928 model, without even
getting close to doing it justice, so for now we'll
let the photographs speak for themselves.
Doug and his wife Myrlene are no longer in the
first flush of youth (like so many of us) so they
;are now starting work on a replica of the 1927
SS, a very similar vehicle to the SSK in many
44
Now there are replicas which can be seen as
being almost the real thing, and there are socalled replicas which are reminiscent of the
original without quite 'making it'. While tastes
may vary, I don't want to be judgmental as my
view is that if it's what the owner/builder wants
then by definition it just has to be OK.
Nevertheless, it is difficult not to make
comparisons between Doug Bunting's '28 SSK
and that of David Rogers of New Plymouth, which
is an Excalibur kit from America - described as a
'29 SSK - which was at the same event. Again, I
let the photographs tell the story.
Excalibur version a/the 1929 SSK owned by David Rogers a/New Plymouth
I have been involved with classic car events in
one way or another for a long time now and I
suspect that the overall attitude towards replicas
is slowly maturing somewhat from the earlier 'it
isn't real, so it must be rubbish' sort of approach
that we've experienced.
There were 125 cars involved over this particular
weekend, 42 of which received votes towards
the Meguiars Entrants' Choice award (a very
classy book 'The Art of the Automobile') and the
overall winner of this award turned out to be the
Bunting SSK 'reproduction'.
I found this particularly pleasing as Myrlene had
earlier mentioned to me that they had found a
lot of people to be quite disparaging when they
discovered that the SSK wasn't 'genuine', (a
narrow-minded attitude that we are certainly
familiar with) and the fact that their work had been
recognised at last - what's more recognised by
'car people' - was obviously a great thrill to both
of them.
Wheel within wheel
45
January Sparse Parts Quiz Car
For those of you who still haven't caught up with the Mytery car from the January Sparse Parts
- it was a MOHS.
The picture shows the man himself (Mr Mohs) standing by the Mohs Ostentatienne, of which
the sales brochure said "A totally new concept, the Mohs shares no components or design
philosophy with any other car". Of course it doesn't - it was built on a truck chassis! No
wonder there was only one of them at the time of print.
The vehicle in the background is a SafariKar. Similar concepts, but note the drawer-like door
that slides directly out from the car. It had a padded vinyl body, to muffle the mechnical noise,
so as not to frighten the game when you went shooting!
Pictures and detail courtesy Motor Trend, August 1976.
Porsche-Inspired Replicas; DEs 1957
Speedster and DEs 1928 SSK
The Starship event itself was held over four days Sample question: "What is on the roof of the
and comprised a goodly mixture of basic 'hub' Convention Centre?"
rallying out and back from Rotorua to Tauranga,
Answers included: "Pigeon guano"; "Sparrow
Whakatane and Taupo, mostly on back roads
shit"; "The roof - dummy!"; and even a detailed
which were new to us, car shows at each place
rundown of its construction by a bloke who
where funds were raised by taking people for
worked for BHP and couldn't resist the
rides, and evening functions where participants
advertising opportunity.
well and truly let their hair down.
The aim of the whole exercise - as well as having
The on-road sections of the event were laid out
a lot of fun - was to raise money for the Starship
by Ross Church, he of Link Rally fame and a
Children'S Hospital and the various efforts
recent visitor on Club night with his Morgan V8
brought in between $12/13,000 on top of a
(h
" Morgan - that's with a Big M
cheque for $30,000 (!) donated by the event's
and a small organ'') and covered many roads
prinCipal sponsor MotorUp.
which we had not previously encountered.
Ian and Sonya Price were also on the event with
For example, on one section we covered 140
the SP250 and as well as having a lot of fun, we
kms between Rotorua and Taupo, all on sealed
might even have achieved something useful; it's
roads with only the briefest of touches on SH 1.
shaping up to be an annual event, and if so we'll
Great stuff, no pressure, and irreverent answers be there again next year.
were actively sought to all questions.
How about you?
Another picture from Skite Nite
Ross Bridson s Morgan Plus 8 Replica under construction
46
47
POWDER COATING .lERVICEI LTD
Epoxy and Polyester Powder Coating
Specialists
First of all - Ankle Biter. In last months mag. he I'm Confused [not that that's unusual]
had the downright cheek to indicate that he had
"this guy, he and himself' sorted out. How dare The name of the club is the Constructors Car
he assume that I'm a mere male. I will swap my Club, OK. Unfortunatly most of us do not have
PMT for a G and T any day. So think again or the abilities of the Worboys, Hoares, and
else it might not be just your ankle that gets bitten. Macraes of this world, and are forever relegated
To quote Mae West "Come up and see me some to assembling someone elses bits and pieces
like Frasers, Almacs, Sakers, etc. Now this
time big boy".
doesn't take anything away from the skills,
Angry doesn't describe how I feel about those devotion and patience of these people but to my
new signs up the gorge. For the millions it cost I tiny mind this group is in reality assemblers. The
could have screamed up and down the gorge in other group own such interesting cars as Lotus
the Lada changing a nice little sign for the rest Scimitar, Jaguar, Marcos, SP 250s and the like
of my life. What a bloody waste of our money. and could rightly be considered to be custodians
We are all getting technology overload, if it ain't or conservationists of interesting pieces of
hi-tech its no good.
motoring history. Each of these groups must be
Angry! I changed my address and now reside in seen to be both equal and valued, as their skills
splendor under the Moera Rail bridge but that and more importantly interests are exactly what
super sleuth Alan Stott found me and hence this club is based on. Personally I would like to
these ramblings. He tells me that he is giving up see more emphasis on the slogan "The
being editor, pass my phone number on to the Alternative Drive Style" as this more accurately
incoming editor at your very great peril. Sincerely, indicitive of the membership. No I'm not
thanks for a job well down, you will be hard to advocating a name change. The emphasis must
replace and I will miss your threatening phone stay with quirky cars and in some cases very
calls. By the way come and collect your quirky people. Own something different and we
are your spiritual home, yes, join the Marque
toothbrush.
club, if one exists by all means but here is an
interesting and vibrant alternative[that word
again]
I'm Heartened
There has been a hugh input from many people
on the road safety issue, some of which I don't QUESTIONS
agree with, but are generally sensible and
reasoned arguments. All very well spouting off 1 Why doesn't glue stick to the inside of the tube
in the magazine but does this esteemed 2 If you invent a universal solvent what would
publication get sent to the Minister of Transport you keep it in
and his opposite numbers in other parties. Our
opinions must be put in front of those who stir 3 If they make fish oil out of fish ,olive oil out of
: the pot on these issues or else the little man with olives what do they make baby oil out of?
the red flag will back soon.
48
Automotive componentry, wheels, chassis,
suspension, both old and new our speciality
J
Zinc and Iron Phosphate pre-treatment for superior
adhesion and corrosion resistance
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Chemical Stripping Service
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51 Port Road
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LOWER HUTT
PhonefFax (04) 9392222
Mter Hours (04) 564 3943 or
021543943 (Dave)