Stewart and his Porsche RS60 replica

August 2013
The Magazine of the Constructors Car Club (Inc)
www.constructorscarclub.org.nz
Stewart and
his Porsche
RS60 replica
See page 4
Stewart Collison’s fabulous Porsche RS60
See page 4
Notice
Items owned by the club that club members can borrow:
Engine hoist:
Custodian: Brian Hanaray
Car show equipment:
Custodian: the Show Committee
The Hobby Car Manuals:
Custodians of copies: Tim Hutchinson, Mike Macready, Grant Major, Dave Clout
Whole car rotisserie:
Custodian : Russell Ashley
Spare Parts
On the cover: Club night guest vehicle. Stewart
and his Porsche RS60 replica. Page 4.
Club Officials
President:
ph: 563-7368
Secretary:
ph: 477-4356
Club Captain:
ph: 232-3336
Treasurer:
ph: 976-8594
Phil Bradshaw
e: [email protected]
Dave Clout
e: [email protected]
Richard Kelly
e: [email protected]
Stewart Collinson
e: [email protected]
Club Meetings
The club has the following scheduled meetings:
1st Tuesday – Show committee meeting
(at Phil’s place) … until the show in Oct
2nd Tuesday – Club night (at Vintage car
Club premises 3 Halford Place, Petone)…
every month
3rd Tuesday – Committee meeting (at Petone
Community House, 6 Britannia St, Petone)…
every month
Last Tuesday – Technical committee meeting
(at Petone Community House, 6 Britannia St,
Petone)… as and when required.
August 2013
Issue 7 Volume 26
In this issue
Club activity coordination.........................2
Club minutes Tuesday 09 July 2013..........3
Technical Committee minutes
Tuesday 30 July 2013................................6
The President’s Page..................................7
Last month’s mystery car...........................8
Last month’s mystery face.........................8
Quotations................................................9
This month’s mystery car........................10
This month’s mystery face.......................10
NOTICES...............................................11
WD 40 ...................................................12
Makers Space Night................................14
Annual Shed Raid Sunday 28 July...........16
1980 Suzuki GS450S Cafe Racer Project
Part 1......................................................19
Ferrari replica..........................................22
Exhausting work!....................................24
Tech visit to Almac .................................26
Auto motive-ation ..................................30
Why three?..............................................32
The Piper Tuning Manual on exhaust pipe
design......................................................34
Waikato Wanderings ..............................35
Buy and sell.............................................35
Who’s who August 2013.........................36
Club Magazine “Spare Parts” is produced monthly from Feb to Dec each year. Contributions and
advertisements are welcome.
Cut-off date for contributions for the club magazine is 6pm on the Friday 11 days prior to the club
meeting. Send contributions to Nik by email: [email protected] or to Secretary by ordinary mail.
Club Correspondence to:
The Secretary, Constructors Car Club, PO Box 38 573, Wellington Mail Centre, Lower Hutt 5045
Editor: Nik James, phone 04 526 2584, [email protected]
Printing: Vertia, 10 Raroa Cres, Lower Hutt, phone: (04) 570 0355
Design and typesetting: Tanya Sooksombatisatian, [email protected]
Club bank account:
Bank: Westpac Lower Hutt | Name: Constructors Car Club | Account: 030531 0536795 00
Opinions expressed in this magazine are not necessarily those of the Constructors Car Club(Inc),
the Editor or its officers.
Issue 7 Volume 26
1
Club activity coordination
Brian Worboys – Club Activities Coordinator
The table below shows what the committee has got planned for the next few months.
Use this list to mark things up in your diary but please check the coming events section
of the magazine for actual times and places. “TBC” indicates that there are some details
still to be finalized. This is something of a living document, so it might change from
month to month.
The club activities coordinator is [email protected] .
Month Date
Aug
2013
Tue 13
Thu 15
Sun 25
Tue 10
Sept
2013
Oct
2013
Nov
2013
2
Item
Exhaust System Experiences
Dave Hansen’s Lotus 7
Suspension Fab: John Mines
Quarterly Project Advice Tour
Fuel Systems and Fuel
Eion’s Buggy
Speedtech GT86 project/Chassis
setups
CANCELLED
Manfeild track day
Car show preparation
Diagnostics
25th Anniversary Car Show
The Architecture of Car Design
TBC
Thu 19
Tech night
Sat 28
Tues 8
TBC
11-12th
Nov 12
W/E
Club night
Tech night
W/E
Club night
Car:
Thu 21
Tech night YHI Wheels & Tyres – Firestone
Sun 24
Dec
2013
Club night
Car:
Tech night
W/E
Club night
Car:
Co-ordn
Brian Worboys
Dave Clout
Richard Kelly
Phil Bradshaw
Stephen O’Neill
Stewart Collinson
Phil Bradshaw
Richard Kelly
Ken Rogers
Car show committee
Dave Clout
Brian Hanaray/ Bob
Cumming
Bob Cumming
Stewart Collinson
W/E
Christmas BBQ lunch – TBC
Club night VW enthusiasts visit
Tues 10
Car:
VWs
Sun 8
Southwards Restoration Garage:
W/E
Stephen O’Neill
TBC
Waikanae
August 2013
Club minutes Tuesday 09 July 2013
1. Introduction of Existing
President/Secretary/Treasurer
or Others
No comment recorded.
2. Welcome/Visitors:
Those along tonight apart from guest
speakers – as heard by deaf recorder.
Colin White – a VCC member who
came along for a look.
Geoff Hill – has a few projects on the
go. Don’t we all.
3. Coming Events:
7. Technical Questions:
Robin Hartley asked a question about
using stainless steel or aluminium … so
why didn’t I write more?
Nik James informed us that he had
recently found out that GPS speedo’s are
illegal – why? Because they don’t work
in tunnels. Sounds like a believe it or not
story.
8. Magazine:
Nik thanked everyone for their articles recently and that he had to leave one article
out due to space restrictions.
As per magazine.
9. Mystery Car:
4. Treasurers Report:
Last month (June) – Bob Cumming, one
off GP car, aeroplane engine.
This month (July) – Nik James gave
a very full description tonight and commented that there was even more info on
the web.
Stewart had prepared a suitable Statement
of Income & Expenditure that still
requires Auditor and club meeting approval? Yep, waiting on Special General
meeting to change constitution wording re
auditor requirements. See page 5 of July
issue magazine.
5. Committee Report:
Club is in process of getting a new more
up to date web site – Richard Kelly gave
a brief run down on progress. It is a work
in progress.
6. Technical Committee Report:
Committee still meeting monthly, not sure
why, working on a few existing cars that
are nearly finished, until Ken checks them
out – watch those lists of tasks grow even
longer. Once we have these current projects cleared we will look at how we go
about looking at a few new projects.
10. Mystery Man:
Guess the name of person in the photo. Just
a bit of fun for answering on the night.
11. Buy, Sell, Swap:
Members please note – they should fill
in a form before the meeting (available
from kitchen bench) if they want details
recorded in the next magazine minutes.
12. General Business:
Stewart asked that we record our special
thanks to Patrick Harlow for not only
sourcing but also assembling all the 25th
commemorative Lotus 7 models.
13. Tool of the month:
None, Dave forgot to chase one up …
members can just bring something on the
night.
Issue 7 Volume 26
3
14. Guest Speaker:
None, though Phil Bradshaw finished his
spiel on automotive wiring.
15. Guest Vehicle:
Member Stewart Collinson and his
Porsche replica – the photos say it all, very
slick. A credit to Stewart’s tenacious spirit
in never giving up and willing to try mastering various new skills. Many tradesmen
couldn’t have done better.
16. Raffles:
Number: 42
Name of winner: Richard Kelly (we owe
him a prize – he was out helping load
Stewart’s car in the rain?)
Special Raffle:
Note – you have to be present at the
draw and wearing your club name badge
to be eligible.
Number :
Name :
Meeting closed at 09.55pm.
Right, top to bottom:
Where the fuel is kept
There’s a lot packed into a small space
Spartan drivers space
View of Subaru Turbo engine
No room for a catalytic converter
4
August 2013
Meeting listens
intently
Could be a rear view if not for the steering wheel
Another engine bay view
Beautiful boot cover
A rear end to die for
Issue 7 Volume 26
5
Technical Committee minutes Tuesday 30 July 2013
•• Chaired by Dave Clout
•• Present:
Ken
McAdam,
••
••
••
••
••
6
Edgar
Vandendungen, Nevil Baxter, Craig
Burleigh, Rolf Feinson, Brian Worboys,
Robin Hartley, Grant Major
Apologies received from: Phil Bradshaw,
Mike McCready, Rob West, Roy Hore
No-shows: You know who you are!
A vote of thanks to those concerned was
passed on from Rob West for making a
scrute on the Monoposto happen.
Edgar reported he had been in communication with LVVTA in regards to CCC
input to the Welding Guide review. They
are expecting something from us by
way of suggestions for the guide. They
note that they do not want to make it
necessary for welding to be carried out
by welders holding current certificates
as they see this as too restrictive for
the private builder, and they note that
they have seen perfect welding from
amateurs and totally unacceptable work
from professionals. Edgar will get notes
together for full discussion by the whole
technical committee next meeting.
Progress with scrutes was discussed.
We are up-to-date with the Monoposto
and Ken has been trying to get a date
confirmed with Mike for his Countach
replica. Hopefully can progress this
one before Ken is off on Holiday. The
process for confirming a scrute was confirmed as..
–– Builder pays for scrute with treasurer
and gets a receipt.
–– Show Craig Burleigh the receipt and
he will arrange for the scrutineer to
contact the builder to make a date
and organize support team.
–– Follow through and do the scrute.
•• It was suggested that it be mandatory
for anyone doing a build to own a copy
of the Hobby Car Manual. Discussion
yielded the consensus that someone attempting to get a build certified without
having a very good knowledge of the
Manual could be wasting their time and
everyone else’s. So they are pretty much
going to have to own a copy, or at least
have very good access to one. But, it’s
too restrictive to require they own their
own copy.
•• Next meeting of the technical Committee
will be scheduled to fit in with a review
of the Welding Guide suggestions.
August 2013
The President’s Page by Phil Bradshaw
I have long maintained that the key to
happiness (and avoiding a mid life crisis,
although time will tell on that front) is to
have a hobby. The important thing about
a hobby is that it should be something
that you want to do, as opposed to what
someone else thinks you should do.
Whilst I have car three projects firmly
on my to do list, I only have one hobby
(which isn’t DIY house renovations,
despite what my work colleagues think).
In my view the key is to have one hobby
and devote your time and energy to it –
along with whatever toy fund you have
access to – as opposed to nurturing three
disparate hobbies.
Many people I know with a hobby that
they are truly passionate about can trace
its origins to experiences from when they
were younger, with their teenage years
unsurprisingly being very formative in this
regard. I know that going for a ride in a V8
T-Bucket when I was 14 certainly left an
enduring impression. Given how life gets
in the way, finding the time and money to
spend on a hobby is a always a challenge.
Stewart Collinson brought his Porsche
along to the last club night. Whilst the
car isn’t certified as yet, for all intents
and purposes it can be considered finished. Stewart remarked that he has been
working on the car for best part of 10
years, with an all up cost that, averaged
out, equates to about $50 per week.
That is on a par with buying lunch at
work each day – and is under half the
price of a tank of petrol these days.
Which raises a point – just how much
are parts worth, and what constitutes a
bargain? Trawling through TradeMe the
other day (as you do) I stumbled across
some more 1980s vintage 14x7” minilite
Issue 7 Volume 26
style mag wheels. These are ‘old school’
Enkei ‘Compe 8’ wheels and I won the set
of 5 with a bid of $506. New minilite style
wheels tend to run to an easy $800 a set, if
not $1200 up for more reputable brands.
I figured the wheels to be a give away
at anything less than $100 per wheel, and
still good value at $125 – after all that is
cheaper than the tyres that will go on them.
Alternatively, given we run our cars on
98 octane due to the turbos, the 5 wheels
cost the same as 4 tanks of petrol – about
2000km of driving – and will last longer.
There is a danger too of focusing on
cost as opposed to value. I bought a good
condition bonnet for the Anglia the other
day, as at $75 and free delivery it was too
good to pass up, and a bargain in anyone’s
language. Whilst I am in danger of starting a bonnet collection, the true value of
the bonnet is in what it would cost me to
repair the rusty one that came on the car,
in terms of both time and money to get
it to a similar standard. By this measure
buying the ‘new’ bonnet would still have
been worthwhile at even 6 times the cost.
Just need to finish a wiring conversion
to pay for my new treasure and maybe sell
a surplus bonnet or two…!
7
Last month’s mystery car
Rover P6BS
The project was code-named ‘P6BS’
because it would incorporate the chassis
and suspension from the P6 Rover (the
2000) and the BS — not what most of us
use the term for — stood for Buick Sports
or Special because it would use the Buick
215 cid V8 engine used and modified by
Rover under licence from General Motors.
The mid-engine, 3.5-litre V8 engine was
fitted longitudinally with a five-an-a-half
inch offset to make room for a single
rear seat. Due to the lack of a transmission tunnel, the front seating position
had a spacious feel about it. The BS also
offered ample trunk space and excellent
all-around rear and side visibility.
It was a car built using bits and pieces
from other production cars: the thinbacked bucket-seats came from the Series
I E-Type Jaguar; the steering rack from
the much cheaper Vauxhall Viva; the rear
suspension was an adapted Rover 2000
DeDion tube using a Watts linkage; and to
make this high-speed car stop, four-wheel
disc brakes were fitted.
King was fond of using single-angle
panels rather than complicated compound
curves, a design trait of his which was seen
a few years later in the Range Rover
The project was scrapped in 1968, killed
off by Sir William Lyons during the British
Leyland merger. Some speculated that
Lyons was frightened that the very fast
Rover P6BS would show up his beloved
E-Type Jaguar.
Last month’s mystery face
Tazio Giorgio Nuvolari 16 November 1892 –
11 August 1953) was an Italian motorcycle and
racecar driver, known as Il Mantovano Volante
(The Flying Mantuan) or Nivola. He was the
1932 European Champion in Grand Prix motor
racing. German engineer Ferdinand Porsche
called Nuvolari “The greatest driver of the past,
the present, and the future.”
He often wore a distinctive yellow jersey with a
large TN on the front.
8
August 2013
Quotations
“If he took up undertaking, people would stop dying”
Who said that?
Who was he referring to?
“Lotta people go through life doing things badly. Racing’s important to men who
do it well. When you’re racing, it’s life. Anything that happens before or after is
just waiting.”
Who said that?
What colour was his car?
“Bite off more than you can chew and then chew like hell.”
Who said that?
“If you are clinically insane, by which I mean you wake up in the morning, and
you think you are an onion, this is your car,”
Who said that?
What car was he referring to?
“I spent a lot of money on booze, birds and fast cars. The rest I just squandered”
Who said that?
Issue 7 Volume 26
9
This month’s mystery car
This is a competition. Do you know what this vehicle is?
Please provide country of origin, manufacturer, model name and number and other
distinguishing details.
Have a go. Announce your best guess at this month’s club meeting and get it recorded
in the minutes, or email it to The Editor. The winner will be announced in the next
issue of Spare Parts. Extra points will be awarded for any additional interesting relevant
information, pictures etc. provided.
This month’s mystery face
Who is this?
What was his nickname?
What logo did he have on his jersey?
10
August 2013
NOTICES
Final Membership Reminder
If you have a “final membership reminder” notice
on
your mailing label, this is the last club magazine
you
will receive until your renewal has been receiv
ed.
If you have the message on your mailing label
and
have sent your renewal please get in touch.
Thanks
Richard Kelly
Club Captain
[email protected]
04 232 3336
CCC website and email list
The CCC website is about to be
upgraded with a new
look and new features including a
member’s blog area and
a new email system. Please chec
k this month’s mag and
if your email address is not listed
and you have an email
address please email me and I’ll upd
ate your records. We
would like to get everyone onto the
new system.
Thanks
Richard Kelly
Club Captain
[email protected]
04 232 3336
Issue 7 Volume 26
11
WD 40
by Grey Beard
My bog has been mind – er – my mind has
been boggled recently, fellow seekers of
Adventure and Truth (two publications longsince defunct, unfortunately) – I’ve been
pondering the erect primates’ (now, now)
capacity to think things up and I’m flamin’
amazed. The human mind has an enormous
capacity for invention. Much like my stomach.
Er, well, my stomach’s enormous capacity
is for ice-cream, but you get the idea.
Every single minute of the day someone
somewhere is inventing something. It may
be something silly, such as air-sprung shoes,
or something indispensable, such as a
device for removing boy scouts from horses’
hooves, but it’s all occurring as if by magic
as we speak. Or as I type. or something.
Like four-eggs-sample, who was the
person who thought of taking the sap
from a bunch of trees, treating it with heat
while it was encased in a metal container
and making nice, soft rim protectors out
of it? Dunno? Well, it wasn’t Mr Dunlop,
coz it was already going on by the time he
invented the pneumatic tyre in 18-whatever.
How I came to cogitating and ruminating
(although there’s not much room in here)
on this subject was a conversation I had via
the electronic typing machine with various
other murdercyclists regarding the correct
lubricant to use when changing said rim
protectors in order to make the new one slip
on with ease. Or ooze. Whatever.
An ex-Honda dealer suggested using
WD-40. I said soapy water – bulk soap and
not much water. Someone else said talcum
powder. There were other suggestions. Then
an argument started about whether WD-40
would be a good idea because it tends to
12
eat away at the rubber a bit, which is why
it’s good stuff to use when fitting grips to
handlebars. If you spray it inside the grips
before you slide them onto the bars it makes
the inside of the grip nice and slippery while
attacking the rubber. Then, once the grips
are on, the slightly gummy rubber dries out
and sticks nicely to the ‘bars.
Or that’s the theory. Sometimes the
grips slip straight off again. But that’s the
uncertainty principle at work.
Some of us speculated that using WD40 might cause rubber in the tyres or tubes
to deteriorate, thus presenting a safety
problem. But the reply from the dealer was
that he used it for 30 years with no problem,
and one of the other blokes reckoned
he never let tyres last long enough to
deteriorate. Which is my theory as well.
I found on those few occasions I used
WD-40 to help slip a tyre on that when I
took the tyres off, the bead was stuck to the
rims. Stuck with little sticky rubbery bits that
came off on the inside of the rim well when
I broke the bead. Must be the same way it
works on the grips.
Anyhow, when I heard Terry (the dealer
in question) had been using WD-40 for 30
years, it made me wonder how old it was
‘cos I’ve been using it for about that long
myself.
It transpires that WD-40 was invented by
a bloke called
Norm Larson of the Rocket Chemical Co
Inc in I953. Norm wanted to invent a rustpreventative solvent that would displace
water. He had 39 cracks at it before he hit
pay dirt. Or pay oil. Hence the name, Water
Displacer #40.
August 2013
It smells the same now. It cost the same
then as it does now, which means a gallon
cost a week’s wages then.
I don’t bother with the spray stuff anymore
(although there’s the odd can always lurking
around the house). I buy the stuff in bulk,
four litre at a time. It works out surprisingly
cheap. A container lasts me several years
and it gets used for all sorts of household
stuff, as well as the usual oily tasks. The
beauty of buying it this way is that the WD40 in liquid form is only WD-40. In spray
cans, so I’ve been informed (and I may
be wrong), it’s WD-40 (60 per cent) and
propellant (40 per cent).
Issue 7 Volume 26
Look, this isn’t a shameless plug for WD40, just some raving blather about slippery
stuff and the old days. I only have to catch
a faint whiff of WD-40 and my mind goes
back to the times I spent when I was a
hippy-type teenager with long hair lurking
about in a friends garage as we modified our
bikes, later cars, to go faster (or was that
louder), the gods only know, but not much
has changed. Certainly not the WD-40.
13
Makers Space Night
by Stephen O’Neill
It was a dark and stormy night…
when 20 odd CCC members and their
guests braved the elements to go to The
Makers Space in Wellington for the June
Tech Night.
The Makers Space is an unusual outfit,
part professional Design and Build studio
and part collaborative work space for adults
and children.
The first you notice after climbing the stairs
at No. 6 Dixon St, was the entrance door to
the first floor. From a distance it looks like
an attractive wrought iron gate, however on
closer inspection though it proved to be an
hand-crafted motor driven sliding steel gate
which is controlled by a finger print scanner.
The night, however, started on the second
floor where you enter a large room through
a faux rock face, with yet another door
controlled by a finger print scanner. When I
arrived a small 3D printer was quietly printing
what appeared to be a mould in the shape
of a sword. At the other end of the sizeable
room was a large cardboard dinosaur which
had been made during one of the children’s
programmes.
14
Our host for the night was Lee Bennett
who has had a varied background, including
time with the Navy, building his own
aeroplane, working at Weta Workshop and
Vintage Aviator (who build vintage aircraft
for Peter Jackson). He now lives on an old
fishing trawler in Seaview Marina.
The theme of the night was what can be
done with a few tools and a bit of imagination.
Lee talked about the equipment owned by
the Makers Space and some of the work
that they had done. The equipment includes
a couple of small 3D printers, a laser cutter,
a CNC router and range of other machine
tools. For heavy cutting and metal shaping
they use a number of external businesses.
The large turn out and noise from the
storm made it hard to hear some of the time
but it was great to see some accessible
CNC gear. To feed the assembled masses
a run was done to the local Dominos. The
pizza disappeared at an impressive rate,
and it seemed to me that everyone enjoyed
having pizza and beer in a man-shed.
The night came to an end and we all went
back out to face the storm. The weather
was so bad that one attendee, who lives in
Eastbourne, couldn’t get home that night.
Should you be interested in attending
some of the Makers Space sessions I’m
sure they would be happy to have you
come along.
http://www.makerspace.org.nz/
August 2013
Issue 7 Volume 26
15
Annual Shed Raid Sunday 28 July
by Phil Bradshaw
The Constructors Car Club Annual Shed
Raid was held on Sunday 28 July. It kicked
off with the 15 or so attendees meeting up
at the Paraparaumu Railway Station car
park at 9:15, with the first stop, Rob West’s
business premises, being just a two minute
walk away. Rob has an interesting array
of machinery, including a fairly large CNC
woodwork machine that can cut and route
wooden panels. This machine is primarily
for the production of kitchen cabinetry and
the likes, but Rob has upgraded it over the
years and increased its capability along the
way, with more ambitious modifications in
the pipeline.
Rob also has a small laser cutter on site,
which is used primarily for cutting plastic
sheet, and he is building another CNC
woodworking machine which, despite
having a smaller bed than his big machine, is
capable of handling much ‘thicker’ materials.
The group then headed up the road to
Rob’s house, where his collection of car
projects was inspected, along with his 3D
printer, which was explained in detail. After a
quick cup of tea, the raid relocated to Lower
Hutt and Stephen O’Neill’s garage.
Stephen’s current project is a replica of
the current Morgan 3-wheeler, and he has
managed to acquire almost all the major
mechanical components over the past year
or so, with construction of the chassis likely
to commence soon. The engine is from a late
model Harley Davidson, which is backed
by an interesting looking adapter to mate
the drive to a 5-speed RX7 gearbox, plus
provide the drive to the alternator. A Honda
Gold Wing shaft drive is then utilised; this
will ultimately drive a sprocket with a chain
final drive to the rear wheel. The front wheels
Above: Rob West
Maran
Right: Stephen
O’Neill Morgan 3
Wheeler Components
16
August 2013
are the same as used on the Morgan, and
look every bit as impressive as they cost.
Stopping won’t be a problem given the size
of the vented Wilwood rotors and 4-pot
callipers, although flat spotting the front
tyres may be!
The Morgan project is kept company in
the shed by a gaggle of vintage motorcycles,
most of which are Scott Flying Squirrels.
Tucked in the corner is a growing collection
of Seagull outboard motors, along with a
small trailer that gets hoisted up into the
rafters when not in use.
A self catered lunch stop (i.e. visit the
food court in Queensgate or raid the various
Lower Hutt drive throughs) saw everyone
regroup at Robert Jakobsson’s immaculate
workshop in Johnsonville. Robert is making
good progress with his Ultima, which is
quite simply spectacular, and a visible
reminder of how much nicer it is to work
with predominantly new parts as opposed
to cruddy old junk raided from wrecking
yards. Robert has also assembled a really
cunning 3-phase power supply that runs off
single phase to power the machinery in his
workshop, which also generated (ahem) a
lot of interest.
It is apparent that Robert must not need
to sleep, as he is also making headway with
machining some parts for the hybrid HRV
project and there is his drag scooter project
tucked away in the back corner also. All of
us left Robert’s shed feeling very impressed
and more than a little humbled.
Next stop was Stewart Collinson’s Ngaio
garage, with his almost completed Porsche
RSK. Stewart (ably assisted by Steve
Strain) put on an excellent demonstration of
Steve’s low buck laser bump steer system,
which works remarkably well and is at the
same time ridiculously simple. Stewart also
provided a very entertaining potted history
of how he went about building is car, which
was nothing short of inspiring.
Above: Stewart
Collinson Porsche
RSK
Right: Robert
Jakobsson Ultima
Issue 7 Volume 26
17
From there it was on to the last stop of the
day, being Robin Hartley’s house in Island
Bay. Robin had promised to demonstrate
his home made foundry if the weather was
obliging, which it was. Robin provided a
fascinating DIY insight into how he made
and operates his foundry, which primarily
is used for aluminium. Despite having a
delightful Heath Robinson aspect, Robin’s
foundry produces impressive results and his
pragmatic approach is something to behold.
Old muffin tins make excellent moulds for
alloy ingots, which in turn are melted down
from scrap alloy wheels that he picks up
for $20 a go at the local recycle centre
– and I dare say Robin will be keen on
anything similar members may be otherwise
contemplating throwing out.
Some of his cast items require heat
treatment and hence a higher grade of alloy;
this is where worn out motocross sprockets
(made from 7075) come into play. As for
the patterns, this is where the Shed Raid
went full circle, with Robin using 3D printing
for some of the more complicated shapes.
Simple shapes are crafted from some green
polystyrene foam, and yield a good result.
Overall the Shed Raid filled the entire
day and covered a fair bit of ground, and
reinforced what a talented and capable
group the club members are. My thanks to
those who opened up their sheds for the
attendees, and to those who participated.
Robin Hartley Foundry
Robin Hartley Pelland
18
August 2013
1980 Suzuki GS450S Cafe Racer Project Part 1
by Kurt Williams
Bike pre stripping. C/O www.suzukicycles.org
My current project (not car related) is the
building of a cafe style racer similar the
bikes ridden by the youth of the 1960s. A
cafe racer was built taking a standard bike
(usually a BSA, Truimph, Norton or similar),
stripping it down and making it faster and
lighter than factory. These bikes were
required to “do the ton”, leather jackets, clip
on handlebars and rock ‘n’ roll music were
the norm of the day.
The GS450 ran a six speed transmission
with a twin cylinder, double overhead cam,
oil cooled motor. The bike was built by
Suzuki to compete with the Hondas and
Yamahas of the day.
I purchased my donor off Trademe for the
princely sum of $750. It was owned by a
“collector” who had a two storey house full
of bikes until he passed away. Most of the
bikes and parts went to a metal recycler
except the bikes which had their registration
on hold. This bike was last used in 1996 for
the Cold Kiwi. It was a shame to disassemble
and modify a fairly complete Japanese bike,
but after such a length of time sitting and
the difficulty of locating reasonably priced
genuine parts, the decision was made to
modify it and get it back on the road.
Issue 7 Volume 26
The carbs were stripped and cleaned,
plugs changed and fresh fuel added. A bit
of engine start and she was a runner after
17 years cold. Only problem was that it had
one hell of a knock. Off came the head and
cylinders. The piston rod was loose as the
big end bearing was completely missing.
Most of it was in the sump in the form of
metal particles. The movement was so
bad that the piston had been touching the
cylinder head. The resulting damage of lack
of oil changes.
The engine was removed from the frame
and stripped. The crankshaft and a rod were
unrecoverable so a $50USD second hand
crank and second hand rods were located
in the USA via Ebay.
A partly stripped donor GS450 was
located and purchased from the Wairarapa.
This gentleman had sheds full of cars,
motorcycles parts and bikes (including
11 motorcycles in his bedrooms). The
bike was returned home to Upper Hutt to
find that ten years prior the oil had been
drained and moisture had found its way
into the crankcase, locking the motor solid.
A quick email and the previous owner
kindly supplied another partially stripped
motor which was in good usable condition
for parts.
New old stock engine bearings were
located again via Ebay and were in the post
from the States. The fuel tank was cleaned
and sealed internally with a POR15
kit (excellent and highly recommended
product). The bike was completely
stripped, all parts were cleaned of their 30
years of grease and oil and a fresh coat of
paint applied.
19
Frame pre work.
K Williams
Frame with loop and
pan wielded on.
K Williams
Seat base. K Williams
20
August 2013
Crank big end
damage.
K Williams
Unnecessary tags were removed from the
frame, a hoop was bent up with the pipe
bender in the garage and a seat pan cut
from some light plate steel. The hoop was
tig wielded onto the rear along with the seat
pan. The frame received a coat of Creation
blue paint.
A plywood seat base was cut out to match
the pan. A bit of DIY seat construction using
stacked camping mat material and some
vinyl will be the order of the day in order to
pad it out.
Issue 7 Volume 26
New tyres have been ordered, the rims
painted white, new wheel bearings fitted, K
& N filters and larger jets fitted to the carbs,
new chain and sprockets and a few more go
fast bits are on their way from the States.
The aim is to get her running for summer
and she will be a completely new bike once
finished.
That will be part two of the story.
21
Ferrari replica
by Ross McCall
Background
Some months ago after a roady weekend
when we were cruising around the country
side in the Ferrari with friends in their sport
cars we bottomed out on the road a couple
of times at 100km/hr on main roads and
scraping our bottoms on speed humps
which, is not a nice feeling.
This lead to me investigating ways of
gaining some extra ground clearance. Raising
the suspension ride height was not an option
as this would change the geometry.
I began looking at wheel sizes and
discovered that the later model 308s had
16” rims. (currently mine fitted with 15”).
So with the aid of google I began looking at
options. After lots of searching and looking
at different styles I discovered a place in
the states (where I have previously brought
original Ferrari parts for my car)that were
selling replicas of the original Ferrari wheels.
The price seemed quite good with the
NZ/USA dollar being good for importing.
I then phoned the states and asked the
usual details delivery costs times etc and
I also asked about manufacture specs
and discovered through the conversation
that the wheels where actually made in
England. Before placing an order I got to
thinking about importing them straight from
the manufacturer. Back on google, after
some more searching I tracked down the
manufacturer ,and after a few emails and
phone calls an order was placed for the rims
(which by the way of good luck and fortune
have the same stud pattern as mine which
was confirmed by a visit to a real Ferrari
here in New Plymouth)The wheels have
arrived and all I need to do now is decide
on what type of tyres to fit. I’m currently
leaning toward Bridgestone Potenza’s and I
welcome any comments or advise as I want
to have them fitted on for the car show.
Regards Ross
Ross McCall
Ph 06 7532542 Cell 027 4425311
Old next to New
22
August 2013
Right: Close up
Below: Front trial fit
Rear trial Fit
Issue 7 Volume 26
23
Exhausting work!
by Gavin Bateman
I had intended to help out Brian with his
exhaust presentation but as it turns out I will
be in the USA for the next 2 clubnights, so I
have put fingers to keyboard instead to detail
various building methods I have used.
Most engine builders & cam shops have a
program they use to predict what hp & power
curves an engine will produce based on
airflow numbers from the head, CR, exhaust
& intake configurations.
When creating a new exhaust from scratch
this can be a great thing to use to get your
starting points for tube lengths & diameters.
If you read the club emails prior to the
exhausting discussion, there was various
programs off the internet talked about.
For the Lexus V8 powered Saker weI built,
the cam grinder & head guys gave me the
info for the exhaust that they thought would
work best.
From this I then cut out 2 pieces of
cardboard with the 4 leaf clover shape of the
collector drawn on them & positioned them
in the car where I thought the collectors
should be located. I then cut 8 pieces of
2.4mm aluminium tig welding filler rod to the
recommended lengths and started bending
them about at the appropriate radii to match
the available mandrel bends from NZ Tube
Mills.
At the front on the LH bank I had to make
the front pipe a different shape because
of the A/C pump getting in the way. This
required the use of a donut from the donut
guy, Mark Penman in Naenae.
The pieces of wire were then removed
from the car and the pipes were fabricated
to match.
The result was a set of headers that were
within ½” in length of each other.
24
An interesting feature of this system was
the use of stainless steel dairy couplings
to join the primaries to secondaries with a
gasket in between.
So this is what I ended up with:
Custom exhausts for Saker-Toyota
A short while later I built the exhaust for
the Subaru powered Saker the built was
fabricated using a similar method for figuring
out the pipe route, but was fabricated from
stainless steel bends from Ultibend in Porirua.
The flange was laser cut and the whole lot
polished on completion.
The muffler for this car was made from a
kitset of ends, outer shell & perforated tube
and then had a layer of stainless chain link
mesh wrapped around the perforated tube,
with eglass on the outside of that. This is
because of the close proximity of the turbo.
The stainless mesh still allows the gasses
August 2013
Custom exhausts for turbo T bucket
weights such as turbos, mufflers etc in such
a way that they can expand with the heat but
the exhaust doesn’t have to take the weight,
and where using a thin wall stainless tube
and turbo together for a lot of heat cycles,
have the pipes internally ceramic coated.
A few more:
Custom exhausts for Saker-Subrau
into the can, but also protects the eglass
from burning & blowing out. This muffler is
still on the car in Canada 10 years later after
several endurance races.
When restoring the old Mk 4 Mallock U2
I modelled up the exhaust and chassis on
Solidworks and then took the bend coordinates
down stairs to the CNC tube bender and tried
to bend the whole thing in 1 go so I didn’t have
to do too much welding. Owing to the clamps
on the machine not allowing bends too close
together I didn’t quite make it, but did end up
with a lot less welds than if it had been made
solely from cut bends.
Another more recent job was the exhaust
for a twin turbo T bucket made from stainless.
On materials, I have made systems from mild
steel and various stainless steels (304,316,
409) and have not had problems with any of
them if they are constructed correctly. This
means that with all materials, use filler wire
when gas or tig welding, coating mild steel
headers so they don’t rust out, supporting
Issue 7 Volume 26
Custom exhaust for turbo 7
Custom exhaust for mid engined race car
25
Tech visit to Almac
by Nik James
A keen group of members rocked up at
Alex MacDonald‘s workshop on Nicolas
Street Upper Hutt, and were shown some
interesting production work and an exciting
new project.
Alex was as affable as always, and
showed us his stuff with great enthusiasm.
Initially he introduced us to the different
base materials for Glass fibre products.
This comprises some options for resins, and
a number of different weights and weaves
of glass strands. Despite the decades over
which this manufacturing method has been
used, it basically requires only the most
common of tools and equipment… brushes,
rollers etc. Gloves and a face mask are
essential protective gear.
Alex intended to demonstrate his sprayon method of laying up glass and mat.
This equipment mixes chopped mat, resin
and hardener actually at the nozzle of a
spraygun. Unfortunately the nozzle was
blocked (a common problem I suspect) so
we couldn’t see it working.
On to the vehicles and projects…
First up was a Cobra body in white, which
despite having no mechanical parts fitted,
already had an air of menace about it.
Alex confirms he has made over 250 of
these bodies – a quite incredible figure. When
the early cars were made he anticipated
the market would be saturated at about 75
cars! The prototype work on the body shell
was well done, since there have been no
major alterations since job one, although the
mechanical parts have changed to match the
availability of parts. These cars have had a
variety of engines fitted, including big block
and small block models of both red and
blue persuasion, with Toyota v8s also being
slotted in. I recollect a 500cu inch alloy motor
appearing at a skite night some years ago.
On trestles at the other end of the
workshop was a Cobra hardtop, which is
getting the Alex treatment.
Cobra hardtop under development
Cobra body number 250(+)
26
Next up was a cobra in for accident repair
This is a model from the first 20 production
cars, and sustained some bruising on the
nearside front and rear corners. These
Cobra bodies are far from flimsy, and have
great strength, recovering from fender
benders without serious damage.
The damage was quite localised, and Alex
makes patch panels from the original molds,
then grafts them in (sounds easy!!??).
August 2013
Early cobra in for repair
Almac sabre P76 v8 manual
Patch panels for cobra repair
A red Almac Sabre was parked next to
the rear doors. This is a Cortina based car,
but has been (substantially) repowered
via a brawny P76 4.4litre v8 fitted with a
manual box.
The torquey Aussie v8 was matched with
a rear axle from the 6 cylinder Cortina from
OZ of around 2.7:1. From my experience
with a P76 engined RX7, these engines
deliver great low and mid range torque,
enabling them to pull big gears – and still
climb the Rimutaka Pass in 5th gear. Alex
volunteered that this car is “quite fast” – and
is FOR SALE.
Another red Almac Sabre was hiding
under a dust sheet.
This is a later generation to the original
Cortina based car, being based on Jaguar
suspension. The spacious underbonnet of
this one is very full of Toyota v8, and has the
mighty Toyota W55 5 speed fitted. This is a
Issue 7 Volume 26
Sabre toyota v8 manual hiding in the corner
Prototype Kevlar seat
very impressive car, sitting on its 17” wheels.
Although Alex didn’t say so, it’s fair to say this
one is also “quite fast” – it is also FOR SALE.
Propped in position in front of a wooden
mock dashboard was a smart Kevlar seat.
This was intended as an option for
the Almac Clubsprint, and is still under
development.
27
2005 clubsprint on the hoist
Up on the hoist was a 2005 Clubsprint
This is a 7 replica based on very traditional
components – Kent engine, Escort diff
etc, and has been superceded by the
later Clubsprint which is cleverly based on
MX5 components. This particular example
was put through the certification process
a few years ago, but the process was not
completed due to engine troubles. Alex
confirms it will need some attention for the
certifier, but is FOR SALE.
Lurking under a blue tarp was a Nissan
SR20DET engine.
This mighty engine with a matching Silvia
5 speed is destined for a customer’s Almac
Clubsprint build. The end result of this will
be dynamite! This is a magnificent engine
with the capability of delivering tyre melting
power with only the most superficial of
modifications. I have fitted one to a Mk 1
Escort, which deliver 200Kw at the wheel
with total reliability, and simply devours
the road! In a 600kg Clubsprint the mind
boggles! Like many Jappa engines, the SR
is tall and this may be a headache when
fitting to a Clubsprint. Aaron Wood had
to dry sump his Beams engine to fit it to
a MaCregor 7. Also the ex Silvia 200SX
Mighty Nissan SR engine destined for Clubsprint
Nissan Silvia gearbox destined for Clubsprint
28
Electric city car under development
August 2013
(bulletproof electric switch) gearbox is
physically substantial. Typically Alex is
confident to overcome any difficulties….
In the middle of the workshop, and looking
very worked on, is the prototype body for
Alex’s major project – the electric city car.
This will be an ultra lightweight hatchback
powered by rechargeable batteries.
The intent is to get the kerb weight down
to below 450kg – no mean feat when the
batteries alone will weigh in at 200kg! The
batteries will be sourced from China (where
else) and the traction motors from the US.
The car is very much in the pre-prototype
stage at present, with work being done on
the fibreglass body and suspension. The rear
suspension will be a beam axle with radius
arms, and the front will be conventional struts.
These items are new, off the shelf items – this
will not be a kit car made from used parts.
The basics of the suspension is coming
together on the development bench.
Alex is working closely with Ken McAdam
on the project. Ken is both a 1D certifier
and an electrical guy, which brings great
expertise to the concept.
This is an ambitious and challenging
project. Alex is to be congratulated on
taking this on. It will be fascinating to watch
how it progresses.
Alex has some items for sale – ranging
from Toyota gearboxes to Escort axles.
Contact him for details
Top to bottom:
Escort rack for city car
Rear suspension for electric city car
Steering column mock up for city car
Strut plate mock up for city car
Issue 7 Volume 26
29
Auto motive-ation
by Jean-Pierre Paalvast
So here we are trying to write something for
the next magazine.
I thought to write something close to heart
for I am a member for a couple of years now
and still not have my kit car on the road.
Now mainly that is because I don’t work
enough on it but the other thing is there
is not enough support here in Rotovegas.
Maybe there is a change in the air….
When I bought the Lynx kit car I was going
to put it together in a couple of years (put it
on the road and then pimp it up. This is still
the meaning but come to the conclusion it is
not that simple.
The first book I got out of the library, told
me; what ever your expectations, money
wise or time wise, double it! How true!
The club is helping, and it definitely did
with the Hobby Car Technical Manual!
Though it would be nice if there where
members, or even the e-mail site, who
would be approachable for FAQ or a sort of
a mentorship, someone to help you through
the tough questions.
I am not complaining to the club, just food
for thought.
My problem was (is) the legal system
and a project I know a lot about but not
everything in detail and how are you getting
this on the road. (Affordable)
30
Look for example in the Hobby Car
Technical Manual for the right way to go and
it says Build approval process; “concept
approval procedure.”
Nice but my car is already build, or was,
for it is in disarray at the moment.
So I go to “design approval application”,
and I would not have a clue exactly which
parts are of what car, for it was scrap build.
In the mean while I have put the motor
in the chassis and put some break lines in,
exhaust pipe and hope for the best when a
D1 certifier comes around to have a look at it
and if I am able to get this on the road legal.
Is there any body around with the same
feeling, or am I on my own?
What about a forum (with in the club) for
questions? (who is going to answer them?)
Cheers JP
August 2013
NOTE TO JP FROM EDITOR
Hi JP,
Thanks for the item on your build. I will
publish it in the Aug mag.
I am not a certifier or a member of the tech
committee, but here is my 10cents worth.
You should study every page in the Build
Book and clearly identify where you are in
the multistep process towards certification.
This will identify steps you have missed out,
and what you need to do next
I strongly recommend involving a 1D
certifier before embarking on any additional
build work. This may avoid having to undo
your hard earned progress.
Contact LVVTA to locate a 1D certifier in
your area.
Since your car appears to be based on
a proprietary chassis, this will significantly
simplify the certification process relative to
Issue 7 Volume 26
a car built from a pile of pipe. However there
will be some pitfalls to be avoided – some of
these may be a surprise….
I would suggest that all the mistakes that
can be made in low volume car building
have already been seen over the years.
Our club has considerable expertise and
experience – but you must study the Book
first, and get involved with your certifier.
The certifiers I have met are car-guys
through and through, and are there to help
you.
I have forwarded this to Brian who is on
the tech committee, and may have additional
advice.
All the best
Nik James
Editor Spare Parts Magazine
Constructors Car Club
31
Why three?
by Stephen O’Neill
The shed raid last month had some great
examples of how a low volume vehicle build
can be approached. Robert’s Saker and his
“shed” in which he is building it simply took
my breath away. Conversely Stewart showed
that you could do it with little more than a
cordless drill and a lot of determination.
My Morgan style three wheeler project
resulted from another midlife crisis last
year, which happened shortly after going
for a ride Vic Scott’s Triking. If you haven’t
travelled in a three wheeler before I strongly
suggest that you give it a go. The sense of
occasion when travelling in one of these
things is fantastic. There is no isolation from
the wind, noise, vibration and smell from the
hard working v-twin.
The infamous Triking, complete with Moto Guzzi
850cc engine
A quick Google will find lots of information
about the history of Morgan Cars, but
essentially a chap by the name of Henry
Frederick Stanley Morgan (HFS) founded
the business in 1910. The styling changed
through the years but the classic three
wheeler, the one that the kit cars try to
emulate, is the 1920-1930’s Super Sport.
These lightweights were fitted with a variety
of JAP, Matchless and Blackburn air cooled
and water cooled v-twin engines. A clutch
32
was fitted behind the engine and a drive shaft
ran down to the combined transmission and
final drive.
The Morgan Super Sport at Southwards, it
doesn’t get much better than that.
I have always been drawn to unusual
vehicles, those where the designer has
challenged the status quo. This has shown
in the range of motorcycles I have owned
over the years, such as Benelli’s, AermacchiHarley Davidson, along with Greeves and of
course Scotts. I suspect that few designers
have been as unorthodox as Alfred Scott,
but Henry Frederick Stanley Morgan (known
as “HFS”) would have come as close as
any. So I suppose it was inevitable that I
would one day lust after a Morgan.
The demise of the three wheelers
was down to the availability of cheap
four wheelers such as the Austin Seven
and original Morris Minor. Despite
“improvements”, such as the instruction
of 4 cylinder three wheelers, the writing
was on the wall and the last of the three
wheelers left the Malvern factory in 1952.
The three wheeler clearly left an impression
as a number of kit cars started to appear that
followed the classic Morgan three wheeler.
These used currently available motorcycle
engines in light weight space frames.
August 2013
Amongst there were the Triking in 1977
(Moto Guzzi) , JZR in the late 1980s (Honda)
and the Liberty Motors (USA) Ace Cycle Car
which used a Harley Davidson engine and
automotive transmission. The Liberty machine
was actually used as the basis for the current
Morgan three wheeler, although Morgan
made some significant design changes.
At the Morgan factory in Malvern, my daughter
Jess stands next to a current Morgan Three
Wheeler, complete with S&S X Wedge engine.
A Liberty Ace Cycle Car under construction, with
a Harley 103 engine
Originally I was going to go the tried and
proven Moto Guzzi route, which means that
you go and find a crash damaged Guzzi,
which supplies the entire drive train. You
then “simply” wrap a chassis around it and
hey presto!
As it turned out big Guzzis weren’t available
for a reasonable price at the time, however a
Harley 103 came up on Trademe. After some
negotiation with Judie it was agreed that
purchase could go ahead and then started
the search for parts that would allow me to
mimic the Liberty Ace Cycle Car. To me the
Harley engine has the benefit of looking right,
with its narrow angle 45° v-twin (Guzzi’s
are 90°) and the use of an automotive
transmission gives you a reverse gear.
Well I can tell you that after doing some
searching ebay and Summit Racing are
very dangerous places, with vast amounts
of very tempting things for would-be car
builders. During our family trip to Ireland
Issue 7 Volume 26
and England last year (when we visited the
Morgan Factory) we came home via San
Francisco. Judie was less than excited when
she saw the pile of boxes that greeted us
on our arrival, which were the result of ebay
foraging. Fortunately the contents of the
many boxes were not very large or heavy.
The Harley 103 engine (Trademe) is to
be joined to a Mazda RX7 FD (batmobile)
transmission (Trademe) through a custom
built adapter. The adapter incorporates a
stub axle, which carries the flywheel, and
a BMW flex disc (ebay) to remove some
driveline shock. A short drive shaft (ebay)
then goes to a Honda Goldwing 1800 final
drive (ebay). A customer built carrier will be
fitted to the final drive and a sprocket will
drive a chain to the Honda Blackbird 17 x
5.5 rear wheel (Trademe), which carries a
low profile tyre. I have also managed to get
the same front wheels (MWS UK) that are
used on the current Morgan Three Wheeler.
So I have now that I have accumulated
the major components I am finishing off the
last bit of the chassis design. I hope to start
cutting steel within the next couple of weeks
and to have the bare bone of the chassis
finished by the time of the show. Watch this
space. Now where’s that cordless drill?
33
The Piper Tuning Manual on exhaust pipe design
by Brian Worboys
The Piper tuning manual was first published
in print version for many years. It is now
freely available on-line at http://www.
bgideas.demon.co.uk/tmanual/
It is pretty old-school (cars of the 70’s
and 80’s) but it certainly covers the basics.
The following is taken from Chapter 4 on
exhaust pipe sizing and is relevant to the
August club night discussions. Good luck
with your maths ☺
The following formula can be used to calculate
the ideal length for a given application:
L = (129540 x E.T.)/(R.P.M. x 6)
Where:
L = Primary pipe length in mms measured
from the exhaust valve head.
E.T. = Exhaust valve duration in degrees
from point of valve opening before B.D.C
plus the full 180 degree stroke up to T.D.C.
R.P.M. = The estimated revs, at which max.
power will be achieved minus five hundred.
Example:
Exhaust timing = 80 B.B.D.C. to 50 A.T.D.C.
Estimated maximum power R.P.M. = 7200
E.T. = 80 + 180 = 260
R.P.M. will be 7200 - 500 = 6700
Therefore :
Primary pipe length = (129540 x 260)/
(6700 x 6) = 837 mms. or 32 ins.
34
Having calculated the primary pipe length,
we must now calculate the diameter as
follows:
Divide “L” by 10 to bring it to cms. Call this
“L2”. (83.7)
Take the cylinder capacity in ccs and double
it. (Say 400 x 2 = 800)
Divide by “L2” as previously calculated.
(800 / 83.7 = 9.56)
Divide by 3.4 (9.56 / 3.4 = 2.8)
Find the square root (√2.8 = 1.67)
Multiply by two and add 0.3
((1.67 x 2) + 0.3 = 3.64)
Multiply by 10 to bring it back to mms. (10 x
3.64 = 36.4) 36.4mms = 1.43ins
This will give the O.D. of the tube in which at
first sight will appear rather small.
This is because it assumes the use of
a perfectly smooth straight pipe, which
is impractical to use, so the following
allowances must be made. To allow for the
viscous drag created in the bends used in
an “average” primary pipe and also to allow
for the slight pipe flattening that takes place
at the bends, increase the internal crosssectional area by 10-15%, depending
on how tortuous the system is. This will
probably finish up as a pipe size that is nonstandard, so go for the nearest available
stock diameter above this figure. Remember
that “L” is from the exhaust valve head, so the
exhaust port length will have to be deducted
to get the actual manufacturing length. This
will then give the joining point of the primary
pipes. From this point, the secondary or
tailpipe length can be “L” or any multiple of
“L” and its diameter can be calculated using
the method above, but by starting off with
four times the cylinder capacity for a four
cylinder engine, or three times for a “six”.
August 2013
Waikato Wanderings
by Geoff McMillan
Yep, we have been “on the road again”
with more to come! The Club dinner was
tremendous, catching up with a lot of friends
we have met through CCC. We actually
left town a week ahead of the dinner, and
travelled down country working on the way.
Coming from Hamilton to Wellington
takes just a few hours, and not [usually]
a week, but we had enough work to do to
warrant the time. We called in to Prisons
to do interviews on the way as well as
some other meetings. (Dunedin was just
a few weeks prior, and that was a week
away also).
On the Saturday of our dinner I had a
conference in Palmerston Nth, not too far for
a last-minute dash down the line to join other
Club members for a great meal. We arrived
in Plimmerton late afternoon in time to get
settled into our “digs” for the evening. All
settled in and relaxed in time for a short trip
across to Porirua for the evening meal. To
those who knew us and made us really feel
welcome, a big thanks. This camaraderie is
what makes this club what it is, and why I
have been a member for so long.
Sunday morning after the meal, 4:30 am,
Jill gives me a dig in the ribs, “How about
we get up and head off now”? Yeh right!
Anyway, we did get up [a little later than
4:30 am], had a shower, breakfast, loaded
the car, and on the road in time to hear the
8:00am news. We had a “caffeine fix” in
Bulls, gave the car its “food” in Wanganui,
lunch at National Park, and afternoon tea
at home. We were home in good time to
get a few jobs done, including the [weeks]
washing done and hung out. A great end to
our week away, but now it is time to get back
to [normal] work …
Buy and sell
For Sale
Jaguar IRS unit
Complete unit pulled from a 70s XJ-6. $800.
Contact: Greg Walter, Papamoa, 027-3330868
Ford Mustang 5.0 HO motor
I pulled the engine from a wrecked 1988 Cobra. It ran well and had 77K miles on
it. That was 10 years ago. It will not doubt need some rebuilt at this point though. I
have computer for speed density as well as MAF and computer for mass air. Comes
with headers, polished valve cover and upper intake, flywheel, clutch, pressure plate and
starter. $1,000.
Contact: Greg Walter, Papamoa, 027-3330868
Issue 7 Volume 26
35
First Name
Last Name
Email
Club Car
Rob
West
[email protected]
West 42, Almac TG
Neil
Whitaker
[email protected]
Kurt
Williams
[email protected]
Russell
Willingham
[email protected]
Almac TC
Brendon
Wilson
[email protected]
Sylva Striker Mk 4
Walter
Wing
[email protected]
Toyota 4AGE
Aaron
Wood
[email protected]
McGregor 7
Paul
Woodfield
Brian
Worboys [CT]
[email protected]
Road Rat
Craig
Wylie
[email protected]
Caterham 7
Colin
Young
[email protected]
40
Saker SV-1
August 2013
The Constructors Car Club 25th Anniversary
DIY Car Show
This year is the club’s 25th anniversary year, with the highlight being the anniversary car
show to be held over the weekend of 12-13 October 2013 at the NZ Kennel Club venue in
Porirua. Set up will be from midday on the Friday, and the venue will need to be vacated by
midday on the Monday.
Titled ‘The Constructors Car Club 25th Anniversary DIY Car Show’, the show will be
open to the public from 9:00-5:00 daily, with an evening cocktail party drinks and nibbles
function at the venue for club members and show exhibitors between 6:00 and 8:00PM
on the Saturday night. People will then be free to head off to dinner in small groups. It has
been decided to not hold a formal club dinner in conjunction with the show but to organise
a separate event mid year.
The aim of the show is to celebrate what we do as a club, and to provide the public with a
unique opportunity to view a broad selection of the vehicles that are the embodiment of ‘The
Alternative Drive Style’.
To this end Patrick Harlow’s comprehensive guide to NZ low volume vehicles, currently
entitled ‘New Zealand Manufactured Cars ‘A Cottage Industry” is due for release Father’s
Day (1 September 2013). The book covers over 50 years of small volume NZ car production
and of the 90 or so different vehicles covered in the book, it is anticipated that 70% of the
featured models will be on display, with over 60% of those cars actually belonging to current
or former members of the CCC. It is expected that the book will be a great aid in promoting
awareness of the types of vehicles we have an interest in, and therefore the show itself.
Given the size of the venue, it is anticipated that we will be able to showcase over 100
home-built cars, kit cars and special interest cars under one roof, and in so doing will have
the largest show of its kind ever staged in New Zealand.
Previous shows held by the Club in 2001 and 2005 attracted several thousand visitors
each, and we are hoping to equal or better that in 2013. There will be a modest admission
charge of $5 per adult, with profits being donated to the Wellington Free Ambulance.
The show will display vehicles ranging from backyard built specials to replica supercars,
competition vehicles and much more. One thing that separates our show from other car shows
is that it won’t just be for gleaming, completed cars. Some of the most interesting vehicles
on display will still be under construction or scarred and worn from years of being used and
enjoyed. There will also be displays of some of the more common engines, gearboxes and
other key components that are frequently used in projects.
Space will be set aside for a limited number of companies that are involved with the industry
to display and sell their products to help promote our unique hobby, and external preferential
parking will be available for members of the public with unique cars.
Our aim is to make the show something very special. The assistance and support from the
wider club membership is vital to make the show a success.
We need you and your vehicle/project to take part, and will be calling for registrations of
interest shortly, so we can start to refine the show layout.