spare parts - Constructors Car Club

Transcription

SPARE
PARTS
DECEMBER 2014
The Magazine of the Constructors Car Club (inc)
Click here for Index:
INSIDE:
Route 66
A day at the races
1
December 2014 Issue 11 Volume 27
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Spare Parts
Club Officials
President:
ph:
email:
Secretary:
ph:
email:
Club Captain:
ph:
email:
Treasurer:
ph:
email:
Phil Bradshaw
563-7368
[email protected]
Brian Worboys
232-3799
[email protected]
Richard Kelly
232-3336
[email protected]
John Cumming
476-2822
[email protected]
What’s in the magazine:
Coming Events
3
Who’s that?
4
Club Night Minutes
5
Editor’s 10 cents worth
8
Query Corner
9
Presidents Report
11
A quick trip to the Garage
12
As close as I’ll get to an M8GT 15
Route 66
17
Engine of the Month
24
Club Meetings
A day at the races
25
The club has the following monthly meetings:
Club night: 7:30pm, 2nd Tuesday at Vintage Car
Club Rooms, 3 Halford Place, Petone
Bygone Hardware
32
Climate Change
35
A New Build – Part 1
38
CCC Survey Results Part 2
44
Club Committee meeting: 7:30pm, 3rd Tuesday at
Petone Community House, 6 Britannia St, Petone
Technical Committee meetings: as required
Contact Robert Jakobson
Club Magazine “Spare Parts” is produced monthly from Feb to Dec each year.
Contributions and advertisements are welcome.
Cut-off date for contributions for the club magazine is 6pm on the Friday 11 days prior to
the club meeting. Send contributions to Stephen by email: [email protected] or to
Secretary by ordinary mail.
Club Correspondence to:
The Secretary, Constructors Car Club, PO Box 38 573, Wellington Mail Centre, Lower Hutt 5045
Editor: Stephen O’Neill, phone 04 971-5590, [email protected]
Club bank account:
Bank: Westpac Lower Hutt | Name: Constructors Car Club | Account: 030531 0536795 00
Opinions expressed in this magazine are not necessarily those of
the Constructors Car Inc., the Editor or its officers.
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Coming Events
The following events are those planned for the next few months.
Please note that these are subject to change, so please refer to the latest edition
of Spare Parts, or better still check the club web site.
Stephen O’Neill—Club Calendar Administrator
December
Sunday 7th, 7:30 pm - Club Picnic
Kaitoke Regional Park, Waterworks Rd, Upper Hutt
Tuesday 9th, 7:30 pm - Club Night
Speaker
TBA
Vehicle
Anglia Bread Van
January
Book night - pop in for a chat
February
Skite night
Tuesday 17th, 7:30 pm - Committee Night
All members welcome- Petone Community House, 6 Britannia St, Petone
March
Speaker
TBA
Vehicle
TBA
Tuesday 17th, 7:30 pm - Committee Night
All members welcome- Petone Community House, 6 Britannia St, Petone
Thursday 19th, 7:30 pm - Technical Night
Speaker
TBA
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Who’s that?
Name the personality and vehicle
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Club Night Minutes
11th November 2014
Brian Worboys
1. Car display
Prior to the meeting formally started
there was a display of rally type cars
outside the clubrooms and the
owners gave the gathered throng a
brief introduction to their car and
fielded questions from the attendees.
The cars and owners were:
1995 Escort Cosworth, and
1972 Escort Mexico (replica),
Matt Flewellen
1993 Mitsubishi Lancer Evo Mk 1
Piran
Celica GT4,
Phill Bradshaw
1990 Pulsar GTI-R,
Jesse Henderson
Lancia Stratos (replica),
Steve Strain
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2. Guest Speaker
Following the above everyone moved inside for a presentation by Daryl Neal on
his experiences developing electric power conversions for bicycles. For Daryl this
started as a bit of a hobby and a way to make his cycling home up the hill a bit
easier. Then it developed into a business where he has now developed his own
range of electric conversions. Daryl needed to import parts his projects so he
took a trip to China to check out the suppliers and establish reliable connections
with the best quality sources.
Daryl demonstrated the
available technology and
Nik James, who has been
riding one of Daryl's
conversions for some
time, showed off his bike
and spoke enthusiastically
on the ease and speed he
can cover surprisingly long
distances on his electric
assist bike. Daryl has a
website with all you need
to know at .. http://
evlab.co.nz
President Phil thanked the
presenters and presented Daryl with a copy of Pat's latest book in appreciation.
3. Upcoming events
Phil reminded members of the upcoming End of year BBQ on 7th December. and
the need to register and pay before the end of November.
4. Workshop equipment for sale.
Roy Hoare described machinery from a deceased estate that is for sale and
invited members to inspect the photos and to talk to him if they have an interest
in purchasing any items.
5. Buy, sell, swap
Nik still has his car trailer for sale. Matt Porritt wants to borrow a car trailer for
the coming weekend.
6. Technical
Phil mentioned some useful experiences he has had with buying coil-overs. He
will write it up for the mag.
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7. Club trophies
These need to be returned to the Secretary for awarding at the December
meeting.
8. Spare Parts (the magazine)
The personality on p3 of the new issue was guessed correctly as Stig Blomquest
by Phil. Stephen, the Editor, asked for contributions for the next issue.
9. Treasurer's report
John reported that he had subs for 141 members so far this year.
10. Tool of the Month
Brendon is on the lookout for some 13 x 7 wheels for a 105e Ford. Nik James has
a car transporter trailer for sale.. a very strong one by all accounts. Matt Porritt
informed that his friend has a 1953 Morris Minor in need of major repair and is
seeking someone to carry out this work on commission.
11. General business
There was no general business.
11. Raffle
The raffle was won by Gareth, however the prize was not available and will need
to be awarded at a future time.
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The Editor’s 10 cents worth
Stephen O’Neill
tell you what has or doesn’t have
quality. I suspect everyone has
experienced something akin to this,
when you see an object that is well
crafted and looks just right. I saw,
what I think, is a prime example of
this “Quality” in an Air New Zealand
inflight magazine a few weeks ago.
The items were beautiful
handcrafted trugs made by a dapper
Gentleman in Oamaru.
http://theoldmotor.com
I
t’s the last magazine for the year and
Christmas is just a month away. This
rude awakening has prompted me to
looking back at the last twelve
month; including the things I planned to
do, the things I’ve actually achieved and
reflect on the balance sheet.
One unplanned thing I have achieved is to
grow a beard. A colleague told me last
week that my beard is trendy as
“Lumbersexual” men are deemed to be
cool. I’d only just got used to being “cool”
when I read in Stuff that, according to
another self-proclaimed fashionista ,
beards weren’t cool after all. I figure its
good to be a simple bloke who doesn’t
follow or care about current trends.
The desire that some people have to
follow trends made me think about the
discussion about what constitutes quality
in Robert Pirsig’s landmark “Zen and the
Art of Motorcycle Maintenance”. Pirsig
argues that quality exists in it’s own right
and doesn’t depend on some upstart to
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Talking about books Phil leant me “Vulcan
607”, which details the bombing of the
Falkland Islands in 1982 after the
Argentinian invasion. It’s a riveting story
that you won’t want to put down.
Unfortunately won’t be at the December
or January club nights as they clash with
my daughters’ school prize giving and
holidays.
I hope you all have a tremendous
Christmas and New Year. We’re spending
some time with family and friends in
Ashburton and Lake Taupo, and we might
even get to Hobbiton!
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Query Corner…
A couple of questions from Simon Hall
As a car enthusiast and tinkerer I (and
maybe a lot of us) think we know a bit
about cars…we probably do. Building,
repairing or restoring one however,
when you are not “in the trade” and
without knowledgeable contacts, can be
a bit confusing. There are some aspects
I just know nothing about.
My question, where in Lower Hutt does
one go to get this sorted? I can’t find
the local petrol tank repair shop in the
yellow pages. Is it something that is
likely to be so expensive as to warrant a
whole new tank or is repair/
modification the way to go??
Because it’s a home built job there is a
Example; I need to have the fuel tank in bit of compromise involved…that’s an
my seven style car repaired. Its
understatement I believe. The rear axle,
(slightly) rusty inside, has a couple of
standard escort by the looks, has the
unknown holes drilled in it (drain tap
typical pinion offset. Lack of
with no tap maybe) and the outlet tubes forethought in the early build stage
are attached through the top with some resulted in one wheel being about an
form of epoxy (?) that no longer seals or inch further away from the body than
functions correctly. It also needs a fuel the other.
level sender fitted. This is an older
There is insufficient clearance between
home built car that has not turned a
chassis and diff head to “undo” the axle
wheel in over ten years.
mounts and slide the whole assembly
across. No problem having
eccentric wheels really, unless you
know about it, think about it at
nights, become obsessed and allow
the imperfection to fester and…I
digress.
I heard somewhere that the Anglia
half shaft may be slightly shorter
and could be installed on the “long
side” of the axle assembly
(assuming same number of splines
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and shaft diameter, etc.). End
result being rear wheels
equidistant from the chassis.
Obviously some engineering to
the axle housing length would
also be required.
My question; is this a known fix?
Am I better to modify the chassis
rails and hence clearance
between chassis and diff head
and relocate the entire axle? Should I
cheat and alter the back spacing on one
wheel? Or are there better options,
proven and effective ones??
I am pretty sure I am not the first one to
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Anglia axle and half shaft
have these challenges, so maybe
someone in the club has some answers
or suggestions re local resources.
Cheers
Simon
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President’s Report
By Phil Bradshaw
W
hen you
don’t know
what you
don’t know
For the past couple of
years I’ve been trading
emails with a guy scratch
building a Lotus Seven
replica in Ottawa, Canada.
He has fitted a Toyota 20
valve 4AGE engine to it,
and has finally got the build
to the stage whereby he
can fire up the engine and drive it short
I shudder to think how many vehicles
distances – in effect it is a driving
out there are either under performing
chassis but a way from being finished.
or worse risking engine damage
It transpires that his engine started and because their owners either just don’t
idled great, but would not rev cleanly – realise or are too miserly to spend the
and yet it didn’t display any fault codes. price of a cup of coffee to put the
Unsurprisingly fault finding from half
optimum fuel in their tank.
the world away via email can be a
The car ran marginally better on higher
challenge, but we are getting to the
octane fuel, but it still wasn’t right. The
bottom of it.
symptoms made no sense at all, until
Based more on a hunch than hard
quite by chance he made a comment
evidence, I asked him what type of fuel that he didn’t have a 20 valve Air Flow
he was running - to find out he was
Meter and so was using one from the
running it on low octane fuel. I have
base model economy-spec 4AFE engine.
experienced this on no less than 4
It had never occurred to me that he
occasions now – people buy/build cars might be using the wrong airflow meter
with high compression, high
– just as it never occurred to him that
performance engines and wonder why an air flow meter from another engine
they don’t run well on 91 Octane (or
would not be compatible. I managed to
equivalent).
source him the correct AFM locally and
sent it to him; unsurprisingly the engine
runs a lot better now.
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A quick trip to the Garage
By Richard Kelly
I
t all started with a trip to the
garage to have the computer
adjusted to compensate for
the air conditioning.
The mechanic had done his
adjustments and went off for a
test drive leaving a pool of oil on
the ground. My first thoughts
were I hope that’s not from my
car.
An anxious wait for his return and
then the disappointment to
discover the oil was indeed
coming from my engine.
So the fun begins. Where is the oil
coming from? From the manufactured
oil pressure adaptor? No. From the oil
filter? No. So on the hoist at the garage
to discover oil coming from Up behind
the air-conditioning compressor ..
With the aid of a mirror we could see oil
coming from the bolt going through the
block into the main bearing .
So the first attempt to remedy was
at the garage where they were able to
remove the bolt with a series of long
extension bars and universal joints
The decision was made to leave the car
at the garage overnight to allow things
to cool down and for them to have
another attempt to reseal ..
This second attempt also resulted in the
bolt still leaking.
I decided to bring the car home and sort
the problem out. Having studied the
engine design it seemed impossible for
oil to be coming out around this bolt as it
should not be subjected to full engine oil
pressure.
At this stage the thinking was that it was
apply sealer and refit the bolt. At this
still leaking because the hole was filled
stage the engine was hot and when the
with oil and the sealer could not do its
engine was restarted the bolt still leaked.
job. So the bolt was removed again .I
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should also mention that every time I
had to remove the bolt I had to remove
the main air conditioning drive belt the
air conditioning unit then the mount
bracket. All this laying on my back under
the car. (No hoist at my home) It would
take about half an hour to get to the
point where I could remove the bolt.
any obvious defects.
Third attempt was to clean the hole out
and reseal then put everything back
together and run the engine. It still
leaked.
Attempt eight I fabricated a sleeve and
fitted o-rings to the bolt shaft to seal
between bolt and block this also failed
and when I removed the bolt there was
some damage to the o-rings from the
sharp machined edge on the block.
Ok so maybe the sealer I have is past its
best so off to Repco to get some more.
Attempt four was a repeat of three with
the same result.
After this I had discussions with my
mechanic and he recommended that I
should use the sealer that the engine
builders use.
So off to them and they generously lent
me a tube that had been used
Attempt five with the recommended
high spec sealer had the same result as
previous attempts.
So while I was attempting to seal this
leak I was also trying to figure out what
could be wrong? Had something moved
in the engine?
I decide to do some crack testing on the
side of the engine around the area of the
leak. This was done with much difficulty
as the space to work in was only about
60mm wide . The test did not show up
13
Attempt six was to use a fibre washer,
this was an epic fail as the fibre washer
did not handle torque that was applied
to it.
Attempt seven was a copper washer and
this also leaked but did last fractionally
longer than previous attempts ..
I smoothed the sharp edges and fitted
new o-rings and refitted the bolt. That
was attempt nine which also failed
however when I removed the bolt the
thread was dry and free from oil so this
confirmed for me that the oil was not
coming from the bolt.
I decided to remove the fixed sealing
washer from the head of the bolt and
refit without this on. With the engine
running it was then clear to see that
there was a pin hole in the block right
on the edge of the sealing face of the
bolt. (see photo showing spec which is
the hole) What to do now? Pull the
engine? Try and weld hole?
Fit another engine? All very expensive
options and something that I really
didn’t want to do as the engine I have is
low kms and goes really well.
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I came up with a plan to have a
larger washer made up with oring groves machined into the
face of it to seal on the outside
and inside of the leak.
This thicker washer would also
require a new longer bolt which
is 10.8 grade and was ordered
in by the local engineering
supply shop.
So back under the car for the
umpteenth time to fit my sealing system. The decision to keep the engine and
persevere has been well worth it as I
Yay this time success no leak.
have since done the South Island Targa
All this transpired over the months of
Tour (approx 5000 hard kms) without
summer so there was no fun in the
any sign of a leak.
sun for me as it was spent under my car
Roll on summer
not in it.
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As close as I’ll get to an M8GT
By John Cumming
The MG Classic lived up to its
billing again as a festival style
weekend of classics and
speed with something for
everyone and the right
balance of full on racing and
keeping it fun.
Being on track with two
McLaren Can-am cars was an
extra bonus for the NZ
Sports car racers and the
experience didn’t disappoint
as the M1 and M8 versions
howled past the Fraser under 730 cubic
inch power in a blur of orange noise. I
did manage to catch up to the M8 at
one point though must admit it was the
slowdown lap!
The M1 resides in the Capital and was
built from a UK manufactured kit. The
fibreglass body is very nicely done with
contoured flanks over the rear and a
better nose treatment
than the rather dumpy
original M1. It was fast on
its first outing in the midteens and it will be good to
see more of this car as it
gets sorted on Manfield
outings, and I must
enquire as to why he
pinched my number! The
M8 is from Mortimer
MotorSport complete with
transporter as big as your
15
house – keep a watch for this car over
the summer festival races.
Practice was wet wet wet as the
heavens opened and the strategy
became stay on track. The Saturday
race was fine and drying and the app on
Sunday was correct with sun, wind and
a bit cloudy.
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I could have run with the fast classics
and diced with Escorts, Alfas and others
but decided the NZ sports cars would be
a good place to be with other sports cars
that have similar vision and less tin top
sheet metal around, not to mention the
orange attractions!
The Sybil Lupp Trophy race was a hoot
and started with a blast from pit lane
with some other faster cars and had lots
of fun carving a way through the field.
It was disappointing that there were not
more clubman cars to run with as the
MG Classic has a great tradition as a
The only down side was a distinct lack of festival race weekend and I hope we will
other clubman cars as the field was
get a few more clubman cars next year –
made up of Radical style racers with the anyone tempted for a run?
two McLarens and a hot Redline, all
John
circulating much quicker than No 45
Fraser in Clubman spec.
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Route 66
By Patrick Harlow
F
or most Americans Route 66 is
an old road that nobody
bothers to drive anymore. They
react with mild surprise when
they here that you are doing it. Which is
why the most people that tour this road
are not Americans. The bulk of tourists
come from Europe with another large
contingent from Australia and New
Zealand. Most of the Americans that do
travel it do so out of a sense of nostalgia
to bring back memories of when they
travelled it with their parents many
decades ago.
Route 66 was decommissioned in 1984
after being designated the main route
between West and East during the late
1920s. Sixty five years is not very long
when compared to the history of other
well known roads. However it covers a
period of time when the United Sates
went from its worst during the
depression years, to a time when it was
the most prosperous super power in the
world.
During the 1930s it carried
farmers, driven off their
land by drought, west to
California. Throughout
World War II, it carried
troops and supplies across
its eight states. By the
1950s, when the car
17
became king and millions discovered the
road trip, America’s “Mother Road” had
come to symbolize the freedom of the
open highway. Route 66 travellers
supported the economies of hundreds of
small towns along its length. It is the
stuff of modern legend, songs and books
have been written about.
The movie “Cars” was inspired by it.
Before filming began the movie creators
travelled along the road meeting the
people and seeing its many iconic
locations. Unfortunately for lots of these
architectural landmarks scattered along
the route, time has become its worst
enemy. In 2007, the World Monuments
Fund included Route 66 on its 100 Most
Endangered Sites list.
With the start of the Interstate
construction in 1956 many small towns
that had been prospering along the
route started shrinking and today, in
some cases, become extinct. Many
Some pretty impressive
engineering on the Interstates
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surviving businesses are still struggling,
If you ever decide to drive on the busy
waiting on the fame of this road to bring motorways in the US take a GPS. It was
the tourists back through streets and
invaluable as we headed to our first
towns which exemplify 20th century
America. Those that have survived have
thought outside the box and have made
this route one of the most memorable
modern day drives in the world.
It had been on my bucket list since I was
15 years old and although Route 66
travels from Chicago to LA we had opted
to start in New York and drive across the
entire country with the odd detour along
the way. Our hire car, a Cadillac CTS, had
been booked by our travel agent before
we left New Zealand. When we went to
pick it up it was not available so we were
offered a free upgrade to a Cadillac SUV.
Once I had made it clear that under no
circumstances was I going to drive a
truck across the country they went back
to their books.
Apologising, they then suggested a
downgrade to a 2014 Dodge Charger.
Only in America would a Dodge Charger
be considered a downgrade from a
truck. Naturally I was more than pleased
with this downgrade and headed out of
New York trying to rapidly come to
terms with everybody driving on the
wrong side of the road. If you were
doing the speed limit you were driving
way too slowly. I would suppose that
now would be a good time to mention
indicators but as Americans don’t seem
to use them, what would be the point.
18
About to start the road at its beginning in
Chicago. With me are my wife Heather and
travelling companion Maria
destination. At one point we changed
motorways five times in as many
minutes. With the speed we were doing
it would have made map reading almost
impossible. We did make the odd
mistake of being in the wrong lane of the
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five we had to choose from but the GPS
quickly sorted out an alternate route.
Eventually we were on our way with only
a few more grey hairs being added to the
current crop. Our first destination was
Niagara Falls in Canada, followed by the
Henry Ford Museum in Detroit before
we got to the actual start in Chicago
three days later.
From Chicago our intention was to stay
off the Interstate as much as possible.
This was a great plan but we had a cheap
GPS which could not come to terms with
the fact that we did not want to travel via
the fastest route and was extremely
reluctant to accept any alternatives.
Although we headed out of Chicago along
Route 66 it was not long before we found
ourselves accidentally heading up the on
ramp of Interstate 40.
Traffic used to be so busy on
this section of the road that
pedestrian tunnels were dug
to ensure safe crossings
would remain until we got lost two hours
later. Most of the route would be
travelled using maps in the book “Route
66 Adventure Handbook” by Drew
Knowles. With the revised edition being
published in 2011 it was reasonably
An hour and a half later we managed to
get off at an exit which put us back on the accurate. Unfortunately due to wrong
turns or the road suddenly ending, as the
route. Fortunately when not on the
local council had ripped it up or closed a
Interstate life is much slower so the GPS
section, meant that we occasionally had
was relegated to the back seat where it
to rely on the GPS to at least
In places Route 66 runs parallel to
keep us heading west.
the Interstate highway
At times the route would travel
parallel to the Interstate. It was
an amazing contrast as we drove
along an almost empty road
with interesting bends and
undulations beside the straight
interstate road that President
Eisenhower had decreed that
the new Interstates would be
built to allow planes to take off
and land on it during a time of
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war. In the 50s and 60s the threat of a
Russian invasion was treated very
seriously. Flyovers were even designed
with the thought of concealing fighter
planes underneath them.
The Interstate has hundreds of cars and
trucks constantly traveling along it.
Almost every third vehicle is a truck.
These modern super highways cut
through the landscape while Route 66
had followed the contours of the
countryside. Route 66 meandered
through quiet country towns and the
Interstate bypassed them. Several towns
did not even warrant an exit ramp.
Smoking is not banned in American
shopping malls
freshly painted centre lines ending at the
fence. Quick application of the brakes
prevented disaster but a little more
warning would have been appreciated on
occasion. When this happened we had to
double back to the nearest Interstate and
travel to the next exit in the hope of
continuing our journey. All of which
added to the trips interest and magnitude
of experiences.
It some states it is easier to follow Route
66 than others with clear sign posting
either painted on the road or signs on
lamp posts. However on occasion we
would come around a bend at about
It has been said that travelling across
100kmh to discover that the road had
America is very similar to travelling
ended with no warning other than a fence
across Europe. Each state has its own
across and a paddock beyond it.
nuances and cultures. In Europe,
In one instance it was clear that the road language is of course a problem and
markers had been working recently with surprisingly we found it a problem
communicating in “English” in the USA as
Route 66 between Albuquerque and Holbrook
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well. For example we would
stop at a restaurant to have
lunch.
The waitress would approach
our table and rattle off the
specials, we had absolutely no
idea what she said. She may
have started with the words,
“How y’all,” but we couldn’t
be sure. Then we would have a
go at ordering our meal and
wonder why she was staring Odell- A service station in its heyday
blankly at us. Eventually she
would respond, “Come again?”
As we were just passing
through that was unlikely to
happen and she still had not
taken our order.
Ordering something as simple
as a cup of tea proved to be
difficult. Unless you were very
specific you ended up with a
glass of well sugared tea with
ice in it. Asking for hot tea with Odell -Same service station in the 80s. Abandoned
and neglected with old rusting cars
milk received the response,
“Do wah?” This expression I
later translated to mean, “Do
you what?” It was such a
mission that I sometimes
settled for coffee with
“creamer”.
Apart from communication
hassles we always found
Americans to be very friendly
people. They seem to have an
ingrained sense of politeness
as we were always referred to Odell- Same service station today after a
as
work over by the local preservation society
21
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Route 66 attraction
either sir or madam even by the
unknown teenage stranger who rushed
to open the door so that I could pass
through on my wheelchair. Just the sight
of a steep kerb would have complete
strangers offering to assist my wife with
the wheelchair. Our most stressful times
came from a couple of immigrant taxi
drivers who did not know where they
were going and expected us to give them
directions despite our never having been
in their city before.
Of the six weeks we
spent in America
driving from coast to
coast, four and a half
of them were spent
cruising along Route
66. If pushed for
time, it can be driven
in four days but most
travel guides
recommend at least
15 days. We decided
to spend even longer on the trip so that
we could explore sites along the way
that caught our interest.
Accommodation prices varied from town
to city with our cheapest night being
about $40-00(US) total to an average of
around the $80-00(US) mark. Apart from
the cities and the town of Holbrook
where the Wigwam motel was situated
we did not prebook accommodation. We
found it better to just drive until we
found somewhere we liked.
In Wilmington the rocketman stands guard
outside an abandoned Diner
22
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Best Western Motel near Adrian. The car in the foreground has
been parked up for 6 years. No graffiti, no smashed windows
A modern car, like our Dodge Charger,
was a good choice as it had such things
as cruise control, climate control and
keyless entry. Being modern it was also
very reliable, reasonably economical,
had plenty of power and was a joy to
drive. We travelled in November which is
autumn in the US. Throughout the trip
temperatures varied from the upper 20s
to the low 30s making it far more
comfortable when compared with the
extreme temperatures this country
experiences in summer and
winter. You don’t want to be in
Chicago in January (-9 0C) or Las
Vegas (40 0C) in July.
edge of the Grand Canyon and the
Hoover Dam were sights not to be
missed. Lastly but not least was the
different scenery that was around every
bend of this amazing 4,000km road.
From the start to the finish of our trip we
took just under 2,500 pictures. It is
impossible to include everything that
happened in this short article. If you ever
have the opportunity to experience this
road you won’t be disappointed.
Highlights of the trip for us
would be the fact that we saw
parts of old time America which
may not exist in a few decades
time. Meeting some of the
eccentric and eclectic people
that live along this road added
so much colour. Travelling up
the inside of the St Louis
Gateway Arch, peering over the
23
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Engine of the Month
By Stephen O’Neill
The Stirling cycle engine was invented, in while the motion of the piston causes
1816 by Reverend Dr. Robert Stirling
the gas to be alternately expanded and
with help from his brother.
compressed.
It is a closed cycle engine that contains a
fixed mass of gas. In normal operation,
the engine is sealed and no gas enters or
leaves the engine. No valves are
required. It, like most heat engines,
cycles through four main processes:
cooling, compression, heating and
expansion. This is accomplished by
moving the gas back and forth between
hot and cold heat exchangers.
The hot heat exchanger is in thermal
contact with an external heat source,
such as a fuel burner, and the cold heat
exchanger being in thermal contact with
an external heat sink, such as air fins. A
change in gas temperature causes a
corresponding change in gas pressure,
24
The applications for this type of engine
have been limited but a New Zealand
manufacturer did utilise it’s benefits.
WhisperTech, based in Christchurch,
commercialised the idea after it was
developed at Canterbury University.
They used Stirling engine for a microcogeneration unit, using natural gas, to
generate thermal energy, mechanical
energy and electrical energy. The units
looks like a dishwasher and is installed in
domestic kitchens.
Thousands of these units are in
operation in the UK and Europe.
Whisper Tech was purchased by
Meridian Energy in 2006 who sold it to
Mondragon Corporation (Spain) in 2013.
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A day at the races
By Brian Worboys
The weekend 15, 16 November was the
annual MG Classic race meeting at
Manfeild. This is always an interesting
event and this year I made it there for
just the Saturday's racing. As usual there
were a few CCC connected cars running.
The day started out a bit damp with the
course declared "wet" limiting the
participation of some cars which only
had slicks. But as the day went on it
dried out and it was all go for everyone.
My snaps following don't give a full
picture of the meeting. If you'd like to
know more about who was running and
how they went this website gives it all,
and is also very interesting in itself.
http://www.marktime.co.nz.
The cars then spun all over the place and
at least one of them still made it over the
Unsurprisingly, there were a few bumps finish line carried there purely by inertia. I
think the results still show them as in the
occurring out on the track, or more
often, into the tyre-wall. In the pits quite top three finishers, but this seems wrong.
a bit of the action was of the "pulling the These two cars were then impounded by
the officials pending an inquiry.
body off the tyre" nature.
However, later in the day I was watching
a BMW only race which featured some
of the fastest cars of the day and right in
front of me two of them, fighting for
places on the podium and within 100m
of the finish line, had a red-mist coming
together moment against the pit wall
with two loud bangs.
25
I am sure there is a good story here but it
needs someone more in the know to tell it
than me. Does seem a bit of a BMW thing.
My snaps from the day follow. CCC
members all had a good day. Marvin was
there too running well in the Bread Van,
but I somehow omitted taking a picture
of him.
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John Cummings race face
in the pits
Lotus 69. I love the fine
design in these little
historics. This Lotus 69 has
the name Martin Lucas on
it. I wonder if this is the
same Martin Lucas who
was a club member several
years ago and gained some
notoriety when he didn't
have much on over
Christmas one year so he
made a Locost Chassis!
Terrapin. Great to see
this Terrapin running. This
is a mark one version of
the mini based car
originally designed for hill
climbing to a budget in UK.
26
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Triford. Alan Hyndman
was a bit disconsolate
that it seemed his race
meeting was over
already for the Triford as
practice sessions had
turned up problems with
a slipping clutch,
overheating and oil loss.
However despite these
setbacks he tells me he
did get out for a couple
of races on Sunday and
managed a couple of
1:22 laps before overheating prompted easing off a bit. I have a particular interest
in this car as it was built in the early 70's by a primary school class-mate of mine,
Robert Elwin, who used it as a daily driver for a number of years. It has a Ford
Falcon engine and Cortina gearbox.
John Cumming, John
Mines, Dave Beazer and
Anthony Moult with
John's JRM and Dave's
Lotus in the background.
Dave had a good day too
running with the
European group and
narrowly beating the
only other Series 4 car
running for fastest lap.
27
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SL Jag in the pits
This car was built by Sam
Lyle, seen in the picture
with his hand on the car.
Sam has been a member
of the club in earlier
years. It's a XK120
"replica" with newer V12
Jag power helped along
with four turbochargers.
The side panels are all
cut away, I assume, to
provide for air-flow
through the intercoolers.
28
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McLAREN M1B. No doubt
Richard will tell you what a
thrill it is to share the track
with two McLarens. One of
them was this M1B. This one
experienced some serious oil
loss and was followed round
the track by an increasingly
dense cloud of smoke.
Despite this it showed a very
impressive turn of speed
down the straights and a
best lap of 1:09.38 .
Inverter. This is Nick
Barker's 2009 Reynard
Inverter. 1340cc motorcycle
engine and at 1:09.31 the
third fastest lap of the day,
just one or two seconds
behind the two Junos who
each have 2000cc Honda
race engines. Certainly this
car is a benchmark
performer.
Custaxie. I remember
watching Robbie Francevic
race this car when it new in
the 60's at the Levin circuit.
Great to see it rebuilt and
racing again. Piloted by
Robert Bartley "colour me
gone" achieved pretty
regular 1:22s
29
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Custaxie engine
Note how the big Ford
V8 engine has been
moved back through
the Custaxie's fire wall.
The driver sits pretty
much in the back seat of
the car.
Justin Wright in his well
performing mini on the
dummy grid. His best
time was 1:28 and I am
sure he enjoyed the win
I saw him take in one of
the Classics races.
Richard gives the thumbs up on the
dummy grid. He had a good day.
30
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RK vs JMR. Rich and
John enjoyed some very
close racing. Their cars
were both in the 1:13s.
Jag hunts Porsche.
Almost but not quite.
Todd Moffat in the Jag
had to settle for second
behind Andrew
Whittaker's 911 in this
"Alternative Sports and
GT'" race.
Dont get me wrong, I'm
not accustomed to
photographing public
lavatory wall graffiti, but
only at Manfeild would
this be the only type of
art form on display.
31
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Bygone Hardware
By John Cumming
H
ardware shops have always
had a special allure for me
somehow, and have to say
I’ve seen a few. I reckon
good hardware shops are worth a
‘blokes in sheds’ type of respect and
there are two from my meanderings
along the isles of tools and essential
things that stand out as leading
contenders.
Our tour of Ireland in 2008 was
predicated by the modest goal of a
pint at each of those local pubs that
appear like serendipity just when
you need to whet your whistle. Our
tour took in the lovely village of
Dingle on the Irish West Coast, a bit
like our own with the rugged cliff
tops defending against the wild rage
of the North Sea.
got even better. On entering this haven
we found two counters; on one side a
bar with obligatory Guinness and stout
and on the other a full hardware shop
complete with tennon saws, bristle
brushes and boxes of screws. I can just
hear the conversation – I’m just poppin
out for a couple of hinges …!
Closer to home my more recent
travels took me to Invercargill
with bit of space in the schedule
to take in what I reckon must be
New Zealand’s best hardware
experience.
A fine pint was sampled along the way
and we stumbled on Foxy Johns which
had an obvious appeal by name but it
32
E Hayes and Son is the place to
go to buy a tea pot or a lathe
and everything in between. It
takes up an entire floor plate in the city
block and is home not only to a fine
collection of tools and useful things, but
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an exquisite collection of motorcycles
and general art on wheels.
The original Burt Munro Indian is in
there along with many parts he
manufactured for his record breaking
exploits. Burt manufactured Perspex
handle bar fairings in crude but
effective style and these along with
trophies and various of his ‘offerings to
the god of speed’ are on display.
Crouch Special
Burt Munro’s trailer is also there
along with the replica trailer, and the
1950’s Chevrolet made for the
Worlds Fastest Indian feature film.
Burt’s Velocette which he punched out
to 650 cc and stripped to the bone
recorded 135 miles per hour, evidence
of an inspired and very brave man
indeed!
A great range of Munro Special
memorabilia is available both on line
and on display. E Hayes and Son is
worth a visit to Invercargill on its
own, a Southland institution
combining a garage tour and a
shopping excursion for all the family.
E Hayes and Son’s collection includes
many motorcycles on display,
including a Crouch Special which is
powered by an Austin 750 cc engine.
The flat head 750 looks like it was
packaged for the job all beautifully
finished and looking like a precursor
to the Honda 750 four.
33
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34
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Climate Change is Real, and People Are
Doing All of It By Neville Baxter
S
orry Chaps, but the final
report is in:
"-Climate change is
happening"
"-It's almost entirely human's fault"
"-The World may have to reduce
greenhouse gas emissions to zero
this century"
The IPCC (Intergovernmental Panel
on Climate Change), which
essentially means all of the World's
competent and honest (note!) scientists,
has released the definitive report after
many years, on whether or not the
concept of Climate Change due to
carbon dioxide emissions is real.
The undeniable answer is that it is
indeed extremely real.
In fact, I can reasonably say that the
planet is currently well into one of the
biggest extinctions of species that has
ever occurred. This is largely as a result
of people's ability to convert huge
amounts of stuff into food (which has
seen a rise in population from 3 billion
since 1960, when I was born, to more
than 7 billion now, and continuing to rise
fast), at the expense of everything else,
except maybe ants.
Quite simply, the possibility of this
happening was suggested about 150
years ago by a scientist in England. He
knew that carbon dioxide in the
atmosphere tends to trap heat (mainly
from the sun) and that the increasing
35
consumption of coal (and previously
wood) was likely to increase the levels of
the gas in the planet's covering of air. Of
course, since then we have seen the
exploitation on a gigantic scale of
fossilized carbon in the forms of coal, oil,
natural gas, tar sands, oil shale and peat.
Also the destructive oxidation of much of
the planet's soil due to tree felling,
ploughing and generally poor land
management.
And no, it cannot be blamed on
sunspots, volcanoes, wobbles in Earth's
orbit, natural plant growth cycles (which
are annual) or anything else. It is all to
do with carbon that was trapped in or
under the soil and has now been
oxidized to carbon dioxide.
Apparently, human effects started in a
small way thousands of years ago with
people growing large areas of rice in
Asia. Westerners kicked in a bit later, in
the Middle East, Mediterranean then
Western Europe.
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Probably most of the emission has
occurred since the end of the second
World War, as ever-advancing
technologies combined with rising
populations to turn the western world
into a huge grab-fest.
How much carbon are we talking about?
Equivalent to well over one cubic
kilometre of solid, pure carbon per year.
[Imagine high quality anthracite coal,
heavily compressed charcoal, 4B pencil
lead (graphite) or even diamonds (which
apparently glow orange when they burnso diamonds are not forever after all)].
When 1 mole of carbon (weighing
12.01g, with a volume of 8.58 cm3) is
burned, it combines with atmospheric
oxygen (effectively released about 300
million years ago during the northern
hemisphere Carboniferous age) to
produce 1 mole of carbon dioxide (CO2),
weighing 44.01g. This gas will occupy a
volume of 22.4 litres at STP (standard
temperature and pressure ie 0 deg
Celcius, and sea level pressure).
Planet earth is a big place, but the
atmosphere is relatively thin and
tenuous in comparison. The nominal
composition of air is:
 78% nitrogen
 21% oxygen
 0.9% argon (good for welding)
 0.03% carbon dioxide, (now rapidly
heading for 0.04%)
Calculations can quickly and easily show
that if you burn cubic kilometres per
year of coal, oil, gas etc for decades on
end, you will have an increase of CO2
many times faster than has ever
occurred before in the Earth's history,
36
including the Permian extinction (250
million years ago-due to huge volcanic
eruptions) and the Eocene warming (50
mya-due to volcanoes erupting through
a large coal seam).
Any claims made a few years ago by
climate change deniers that scientists
were fudging things and/or mistaken,
have been proven completely wrong.
The only people talking rubbish now are
the people with vested monetary
interests (coal, oil, gas, steel, power
generation, farming........ -quite
understandably), Creationist religious
nutters in America and generally dense
petrol head types (Mt Panorama.........).
From now on, all of these latter types
can be officially disregarded as Full of
S..t, regarding this subject. They will
continue to be a major obstruction to
any real progress and will lead to the
extinction of a hell of a lot more species
than have already disappeared during
the last few thousand years.
Where next?
In all probability, the destruction will
continue at an ever-increasing pace. This
is a nice way of saying that the World is
rapidly going to hell in a hand cart. Like
any species from viruses to blue whales,
people tend to breed if there is enough
food and space available. The purpose of
this is to maximize to quantity of DNA
(and RNA?)-the core of life, via more and
larger organisms.
How to fix it?
The first thing to do would be to rein-in
the global population explosion through
proper family planning and birth control.
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This was suggested in computer studies
done in the 1960s as being by far the
best way to reduce pollution, improve
standards of living, security, happiness,
advance society, advance technology
and so on. (Girls getting pregnant at 14 is
not a good idea. Or hydrogen bombs. Or
560 hp, 2400 kg Range Rovers to pop
down to the dairy for a loaf of bread.)
We cannot take our impressive houses
for a drive, so we need impressive cars.
We cannot take our cars indoors, so we
need impressive clothes and accessories
I wonder if we might start to see the
return of the Top Hat one day?
Or large, highly ornamented Codpieces
perhaps?
I was saying many of these things back in Crested helmets are good, especially in
battle when fighting with bronze swords
the late 1980s.
and daggers.
A lot of opportunity time has been lost
since then.
Human nature does not change, only the
environment, technologies and
Most of the problem lies with people's
resources.
attitudes.
The technical answers are fairly
straightforward, but they will not be
popular: Smaller cars and houses, more
economical lifestyles, less ostentation,
starting families later, self-restraint......
Cut right back on consumption of coal,
oil, natural gas Compensate by using
solar heating, photovoltaics, stored and
pump-able hydro Re-grow the forests,
improve the soil instead of destroying it.
The answers are logical but will have to
be done, or else.
Personally, I would like to get back into
the design and hopefully successful
construction of super-advanced, lowdrag cars, trikes and bikes. I have done a
couple of hours today on a 4 plus 2 seat
(up to 6 seats) 3-wheel design, good for
several times the economy at 100 km/h
of a Ford Falcon or Holden Commodore,
which really are doomed dinosaurs, most
suitable for Mount Panorama once a
year.
What the future will turn out to be? Who
knows?
For energy supply, fission
VW XL1 Diesel Hybrid Prototype
power from thorium most
certainly is not a good idea. Estimated 260 mpg in hybrid mode
It forms Uranium 233 but
with very nasty uranium
232 contamination that
renders it worse than
natural uranium or artificial
plutonium. Nuclear power
is only viable on a small
scale for minor applications.
That was always the reality.
37
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A New Build – Part 1
By Michael Kerr
I
have started building a car again.
The plan is a road legal track car. It
has been many years of dreaming
and doodling in meetings, but now I
have actually got a pile of steel on the
floor of the garage and a bunch of
second hand car parts from Trade Me. I
have also dug out all my spare bits and
pieces that I want to try and reuse:
 Pair of race seats and belts
 Fuel pumps and surge tank etc
 Al fuel tank
 Tilton pedal box
 Four QA1 coil overs, one for each
corner
 Hydraulic handbrake
 Set of white face gauges and senders
from Fraser Kit Cars
 Various hoses, brackets, clamps etc
that have been cluttering up the
bench
So, I have been here before and never
got to the stage of having a car on its
wheels and at least useable for motor
sport events. This time my rule is going
to be get it running and then come back
and refine things further. Last time I got
so far and then started changing things
until I got absolutely nowhere, and then
parked it and lost focus and interest. If I
had only got it on its wheels and running
around.
38
So, what is the plan?
 Space frame made from 25mm square
tube with 1.6mm wall.
 Double wishbone suspension from an
RX8 (same as later model MX5).
 5 speed Subaru STI Impreza transaxle
with centre differential removed and
locked out.
 LS1 Engine mated to the transaxle.
 Custom made headers and exhaust
 A simple four piece fibreglass body.
 100mm road clearance, 1500mm
track front and rear, 2500mm
wheelbase (yet to be confirmed),
600mm height
 No roof, no windscreen, no radio,
heater, A/C, or other auxiliaries
The RX8 hubs and wishbones are too
heavy and I will come back and make up
lighter adjustable wishbones and also
replace the RX8 rotors and calipers with
light weight Wilwood, or similar, ones.
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I started by making up the centre
cockpit as one piece making it as narrow
as I could (1100mm wide) but still
allowing two standard seats to fit. I will
probably make up a two seat removable
fibreglass bucket in lieu of seats, so if I
have made it a bit too narrow I can
work around that later – better light
than sorry!
Starting on the Chassis
My approach with the chassis is
to keep it well braced but simple.
I figure I can add more bracing
later if needed. While the tube is
all 1.6mm, I have made the
various brackets out of 3mm
plateThe design is three
triangulated boxes to make it as
stiff as possible. Firstly, one box at the
front with the front suspension hanging
off it. One in the middle with the driver
and passenger in it (unfortunately no top
on the box). The final one in the rear has
the rear suspension hanging off it. The
box again is compromised by the need to
remove the engine so has no top, but
this will be compensated for by a roll
cage. These three boxes are all
triangulated together.
39
With the centre section done, I started
on the front section. The front section
replaces the big heavy RX8 subframe but
using the suspension mounting points. I
made a jig that located the wishbone
mounts, and also the stock location of
the steering rack. The section of frame is
over half the weight of the sub-frame it
replaces.
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The RX8 steering rack is a
very heavy electric power
steering rack and not
suited to this application. I
decided to use an early
model MX5 front mount
manual rack. These racks
are a lot shorter than the
Aligning Front section with the MX5 steering rack
RX8 rack so I moved the
mounting points on the jig to
With the front section grafted onto the
accommodate this. This reduces the
centre section, I then made up mounts for
overall track my 100mm, but I will make
the floor mount Tilton pedal box, battery
this up in longer wishbones when I get to and measured up to get a custom steering
the stage of making up adjustable
shaft made up to match up to the MX5
replacement wishbones for the stock
steering rack.
ones (get it running first..!).
I have ended up with the seat offset to
the pedal box, which may be
When sourcing a MX5 manual rack I
uncomfortable and frustrating.
found that the power steering rack is a
shorter rack and can be depowered very However, it is very similar to my Triumph
GT6, which you get used to pretty
easily. I purchased one of these and
stripped it down removing the valving and quickly. I will make up two sets of
mounts for the seat and steering rack so
blocking off the hydraulic hose
that I can play around with the two
connections. Happy to explaining the
locations once it is running (Golden Rule
process if anyone is interested.
again..).
Another change was that I did
not include all the anti-dive
geometry in the jig. I may live
to regret this, but I can modify
this later (get it running
first..!). Given the limited
movement in the suspension
and also the very little front
end weight, I can’t see that
anti dive geometry is going to
matter much.
Front and centre sections attached
40
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Now this wont be new to any of
you, but I have downloaded three
different pin out tables and wiring
loom diagrams and they are all
different form each other and
also from the loom I have. Even
worse, I have three Holden SS LS1
engine looms and computers and
they are all different as well!? I
think I now have it sorted,
Front RX8 suspension arms mounted.
including grafting in other wires to the
Also Tilton brake and clutch reservoirs
loom for fuel pumps, fans, various water
The rear section is going to be a bit more temp, oil temp and oil pressure sensors.
The big test is connecting the fuel and a
time consuming, as it will include the
battery and seeing whether there is a
engine, transaxle, RX8 rear suspension
fire or a cooked computer. That will be
arms, fuel tank and side mounted
the next article……
radiators.
While I have it on the bench I have
installed a new oil pump, water pump
and utility belt. The other item that
always needs replacing is the breather
hose arrangement for the rockers (price
Engine
it in when you buy an engine, they are
I have strip out the loom to take out the steep at $170). I have also removed the
all the unnecessary auto wiring, the inlet air con pump, power steering pump, and
flow meter and a few other things, and
all the various covers and spare brackets
have terminated it with a small fuse box. etc. I will install it as is and then decide
I have had a base tune installed on the
on whether I install a dry sump kit or
factory ECU as well as having the factory not. Initial measure seems to suggest I
theft protection removed . It should be will just have room with the standard
all set to run with a couple of wires, a
wet sump.
battery and an ignition connection.
Transaxle
Exhaust system and other refinements
The Subaru transaxle is not really up to
can come later…
the 500Nm that the stock LS1 engine
I tracked down a LS1 engine at long last,
so I can now start building the rear
section. I have started getting the bits
together for the rear section:
41
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produces, but I figure I can see how I go.
The Porsche G50 boxes more commonly
used in this application are horrendously
expensive, so I can blow up a lot of
Subaru boxes and still be ahead on price.
Also there are a lot of aftermarket gear
sets that are stronger, have better ratios
etc, so can look at that as well.
Locking out the centre diff is relatively
straight forward. There are a number of
kits for the 5spd boxes.
The kits involve removing
the rear drive, and centre
diff and replacing the diff
with a spline lock out so
all the drive goes to the
front diff. The R180 diff is
relatively common so
sourcing a R180 LSD
should be easy enough at
some stage (get it running
first..!). With the spline
lockout installed it is then
a case of putting a
blanking plate over the
back of the gearbox with
a bit of liquid gasket.
Half Shafts
I will get Howatt Eng to
make up half shafts that
match the Subaru inner
CVs to the RX8 outer CVS
while still maintaining the
original track. Brian has
42
made shafts for me in the past, so this
should be routine.
Flywheel
Still haven’t got my head around how I
am going to mate the engine and
gearbox, but it should be as simple (I
can’t believe I used the word simple!) as
making up a flat aluminium adaptor
plate, and then getting a light flywheel
made up that suits the Subaru ring gear
Engine in place to start rear frame and trial run
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So, currently I have the engine
sitting in place and have wired it
up and mounted the fuel system
(Walbro pump, Tomei adjustable
regulator and Z200 filter) ready
to get the engine started. Note
the very flash bespoke petrol
tank. I have run out of excuses
to push the start button,
amazing how you can avoid
and has the LS1 crank bolt pattern. Then things without trying too hard. I think it
the smell of melting plastic and circuit
just use the Subaru starter in its original
board that scares me the most.
mounting location. Will have to find a
heavy enough clutch and pressure plate Piece of cake! I will provide another
to take the additional load of the LS1
article when I have the back section
engine, but there are plenty of those
completed and the car is on its wheels.
available aftermarket.
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CCC Survey Results Pt 2
As at the time of print we had received a total of 33 responses to the Club Survey.
The remaining feedback is as follows:
Q6 Are there any aspects of a build that you want to know more about?
Answer Choices
Responses
No
75%
Yes, please advise
25%
Comments
 Help with navigating through the certification process. -Changes / updates
to technical LVVTA requirements.
 Fabrication and figments for fuel tanks for example
 Well it's ongoing. I've joined a hot rod club now so that's helpful. But the
never ending changes by LVVTA are really scary.
 If there was a generic front suspension design for "7" type cars it would
make builds easier.
 cycle guards on front wheels
 Practicalities of suspension and spaceframe design.
Q7 Are there any aspects of a build that you want to know more about?
Answer Choices
Responses
Technical advice
36%
Scrutineering support
43%
Parts supply / getting discounts
43%
– Other please advise
0%
Comments
No coments received
44
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Q7 Are you interested in helping with any of the following?
Answer Choices
Responses
helping at track days and similar
33%
organising events like garage tours
0%
helping out with technical work
28%
projects like car shows or working bees
44%
sharing the work on club nights
17%
committee jobs
11%
The committee will be using the feedback received in planning club activities.
Of course feedback is welcome at any time and all members are welcome to
come along to committee night.
Lotus C-01
Who’s that? From Page 3:
Personality: Spen King (Charles Spencer King )
Vehicle:
Rover JET1
45
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spare parts - Constructors Car Club

Transcription

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