FUJI XEROX - Constructors Car Club

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FUJI XEROX
SPARE PARTS
POWDER COAT1N6 SERVICES LTD
Coating Specialists
On the Cover:
Brian Worboys' Road
Rat - See p23.
September 2004
Issue 8 Volume 17
In This Issue
Club Officials
President:
Alan Stott
Secretary:
Patrick Harlow
Club Captain:
Wendy Harding
Treasurer:
Steve Strain
Club Meetings
Automotive componentry
Chassis - Suspension - Wheels
Old & New - Sandblasting
Chemical Stripping Service
Opinions expressed in this
magazine are not
necessarily those of the
Constructors Car Club
(Inc).
The Constructors Car Club Inc meets at
7.30pm on the second Tuesday of each month
at The Vintage Car Club, 3 Halford Place,
Petone (Eastern end of Jackson Street).
Prospective members or others interested in
building their own cars are welcome to attend.
(The club does request a donation of $2
towards running the meeting, and includes a
raffle ticket.) Meetings generally include a
guest speaker or demonstration followed by
general discussion and supper.
The Club Magazine "Spare Parts" is produced
monthly from February to December each
year. Contributions and advertisements are
welcomed.
Coming Events ........................................ .
Editorial .............................................. .
Mike Boven s Gallery website ................. .
Minutes 10 August 2004 ......................... .
Presidents Diary - September 2004 ....... .
Motorsport Circuit in Waikato .................
Sakers on the Grid....................................
Waikato Wanderings .................................
All that s left ............ .................................
Letter to the Editor ........................ ...........
Letters Received ............................ ...........
Buy and Sell ....................... ......................
Monthly Quiz Cars ...................................
MG EXE Concept Car ............... ..............
Technical Committee................................
Non-destructive Testing............................
Five Years of the Rat ................................
New members ...........................................
CCC Charter ............................................
Toyota 1 UZFE Lexus V8 Part 2...............
Whos Who ...............................................
2
2
2
3
6
8
9
10
11
12
13
18
19
20
21
22
23
29
30
33
36
Cut-off date for contributions for the next magazine is
Tuesday 28 September 2004
Club Correspondence to:
The Secretary
David Clout
Constructors
Car Club
Phone: (04) 9249033
e-mail:
POBox 38 573
David. [email protected] Wellington Mail Centre
Wellington 6332
Editor
51 Port Road Seaview Lower Hutt PhlFax (04) 939 2222
Ah 021 543 943
e-mail: [email protected] (Dave Beazer)
Typesetting, graphics
and printing by:
NSServices
Silverstream, Upper Hutt
Ph 8/.. Fax: (04) 970-5056
e-mail:[email protected]
Coming Tvents
Minutes - 10 .Jlugust 2004
More details of our plans closer to the date.
Apologies:
Speaker will be Nigel Wheeler and his genuine
lotus 6.
March 2005 - Annual Club Trip.
Wed 27 Oct - Visit
Planned for first or second weekend. This event
will be based in Palmerston North to keep costs
down.
Simon Wellum, Andy lovell, Ian Macrae, Ken
Rogers, Justin Wright, Richard Kelly.
Tue 14 Sep - Club Night.
Visit to Maclennan Automotive & Performance
Centre, 303 Willis Street, Wellington. More
details next month.
Sat/Sun 13/14 Nov - Event
Next Committee Meeting
Rod Mcleod's, 57 Collier Avenue, Karori,
7.30pm.
Whittakers Classic Race Meeting at Manfeild.
Ivan Harris. Lives in Oamaru but commutes to
Wellington. His son Craig recently purchased a
lotus 7 and needs to get it certified.
Jonathan Hogg: Down from Palmerston North.
Keen on the Almac Sprint.
John Govern: Fallen in love with a yellow TC
Almac. Not yet decided to buy it very close.
Editorial
Well guys, and gals, another magazine has
been put together this month with hardly any
articles arriving by close-off date. I hope my
comments at the last club night about being
snowed under with contributions the previous
month didn't put you off. luckily we have part
2 of Phil's fascinating lexus VB article to read
and there are plenty of little small items sent
in that missed out last month due to the lack
of space.
Welcome:
we would do a profile on various members,
particularly the ones you keep reading about
in the magazine but can't put a face to or want
to know more about them. This should prove
particularly helpful to our out-of-town
members.
I look forward next month to reading about
various members impressions of their Race
Craft Skills day at Manfeild on Saturday 4
September.
Garth Hickland: Started on a lotus 7 kit a South
African RN.
Tim Closen from South Africa on holiday.
Previous Minutes:
Taken as read.
Moved: Bernard Wright, Seconded: Dave Hanson
Treasurers Report:
213 members paid up to date.
I would like to write a series of articles in which
Inward Correspondence:
The usual periodicals. Sports Car Talk, Petrolhead
magazine,
Tarmac Magazine.
Web Site of Interesting Photo's
One of our long time members has been collecting interesting photos of members and
their vehicles at various club events over the years for quite some time now and he is
ready for members to go in and view them. He is also happy for you to forward your
own photos on a CD and he will upload them onto the site. Alternatively he can also
grant members access to upload photos remotely if they prefer - he may ask for
confirmation of membership if you are a recent member and unknown to him - don't be
offended. This is Mike Boven's own site, hosted by him at home. Contact Mike on
[email protected]
And the site name - http://ziffle.pointclark.neUphotos/galiery/Car-Club
Don't ask me where he got the name for the site from, I don't know, except that I used
to delete emails from a user called 'Ziffle' once because I didn't know who he was.
I've (The Ed.) been in for a quick look and it is quite an interesting site, not only for the
long time members but also for newer members to see what the club has been up to in
the past.
letter from Meremere Sprint talking about coming
events
PPC wrote to us about some of their products.
Outwards:
Usual response to inquiring members.
Club Show: Main sponsor is CPA. Going well in
these early stages.
Manfeild Driver Training Day. Still 5 places left.
At the end of the week it will be thrown open to
members of the public.
VW Quiz Night 4th September: Teams of five are
required. Patrick will send an e-mail around to
members.
Committee Report:
MSNZ Membership: A decision was made at the
last committee meeting to stay with MSNZ.
However Ron Robertson would like to speak to
the club before a decision is ratified.
Blankets and Extinguishers: Blanket has been
purchased. Extinguishers in hand a first aid kit
still to be organised.
Club Trailer: The committee has been looking at
getting a purpose built trailer for using for club
events. The problem is space to store it. Has
anybody got any spare space? Roy said that he
was looking into it.
Tech Committee Report:
Roy said that a tech committee had been held
and another experienced person has joined the
committee. Special thanks to all those who can
make it to tech committee meetings at short
notice.
The group went up to Almac Cars to see a chassis
being tested. An article on this will appear in the
magazine at some stage in the future.
After market disc brakes are not necessarily true
Previous Events:
or around. Some recent ones purchased might
Time Cinema July 22; Movie was Vanishing Point have failed in racing conditions.
with some shorts of Garth Stevenson raCing at
Ruapuna back in his youth. Patrick will send them
a copy of the Profile Book
Mid Winter Dinner August 6; Occurred at the
Mungavin Blues. Many got lost going there
including a couple that went to the Gear
homestead. About 35 were in attendance.
Coming Events:
Trip Away: Dave Frost has been looking at prices
2
of various hotels and arrangements are in hand.
Scruts required; none at this meeting
Technical Questions:
1) Wants to know where to get old-fashioned
Vee belts to fit a Boxford lathe. Industrial
Conveyors are a possible source.
MSNZ:
Brian Worboys gave a report on behalf of Richard
Kelly. Some concern had been raised about new
3
roll cage specs. But Brian said that this only
applied to a new series of Club Sport racing.
Spare Parts:
Good set of articles. A decision has been made
to post them in A5 envelopes without bending
them in half ending a 16-year tradition.
Mystery Car:
BMW 507: Mike Macready; Peter Fulton-Beavers
Early sixties. Ian Price for 1957; March 58 George
Uylate.
Shop:
Plenty of rivets, Umbrella $40-45. Green with
white club logo. Caps $15 and more polar fleece
jackets $58 have been ordered.
Plenty of shirts and sweatshirts left.
Buy Sell or Swap:
Sell: Simon Bartlett. Escort Mk 1 1974 $7,000
Dave Beazer had a book on Specials written in
New Zealand.
Steve Strain has 4 Lancia Beta gearboxes
Steve Strain wants a left front indicator lens for a
1974 Corolla. Small car heater unit such as a Mini
General Business:
Rob West recently got a set of prescription flying
goggles made so that he can drive his Lotus
without his glasses getting in the way. See him if
you want to get some.
Lady from Petone Mini Storage wants to be an
advertiser in our club magazine. She has places
available for storage. Dave Frost will follow this
up.
Gavin from Capital Rodders invited us to come
along to an auto expo in Palmerston North at the
end of October 30th and 31 st • We are invited to
put some of our cars on show at $50-00 per car.
They also want one of our members to be a judge
on the day In return they will give us a 6 x 6m plot
to use in any way we wish worth about a $1,000
www.nzexpo.co.nz.
Dave Beazer spent a good weekend with Phil
Bradshaw and saw a young gentleman build a
drag car an EV02. Hopefully it is here at a club
night sometime in the future.
4
Speakers:
Graham Allardyce: A motorbike expert who has
written the book called the "Bikers Manual". When
he was young he was driven by an urge to build a
motor vehicles so he built a motorbike as he
thought they were far simpler than cars.
From 1962 to 1975 he was involved in 8 major
bike projects of which four of them were scratch
built and the other four were extensively modified.
Two of them were road bikes and six were racing
bikes including a sidecar bike. His first home built
bike was a racing bike that could do 160kph in
1962. His second bike was also built in 9 months
and could go faster at 175 kph and was also a
250cc motor. In 1965 he started his third project,
which was a Norton Dominator. The majority of it
was discarded and new parts were made. Built
for the road and kept it until 1974. From 1968
until 71 he built three racing bikes using Suzuki
motors and reinforced frames. Each motor was
sent away to be fully reworked while the chassis
and suspension were being lightened and
improved by Graham.
These bikes were not terribly competitive mainly
due to their riders but they looked pretty terrific.
The first Japanese 4 cylinder engines appeared
in 1969 and one of these provided the motive
power for yet another project. All his bikes were 4
strokes as he knows nothing about two strokes
and does not even like them very much.
He eventually made his greatest bike that is now
on display in Southwards, which took two years
to make, and it was finished in 1973. It is called
the Allardyce Hybrid with a 750cc engine. It was
built long before the Britton. In 1974 Graham was
talked into helping out with sidecar racing and
immediately decided that he did not like them.
His main job was doing some bodywork design
for them.
Chrome Molybdenum tubing while production
bikes are made from steel tubing. Gas welding
these frames has to be spot on with no gaps
between parts as a close fit between parts is
critical. Weld sequence is also important as it is
no good tacking lots of bits together and then
coming back the next day and welding it up. This
puts a lot of stress into the frame. The effective
way is to do them in a balanced way that is a bit
of an art. If it were not done properly the frame
would crack when it is put under a lot of stress.
interviewed a lot of VW owners five of whom have
owned 500 VWs at some stage in their life. 500
is about 2 percent of the number of cars that came
into New Zealand.
VW's started off being assembled by Jowett
Motors up north along side Jowett Jupiters and
Bradfords. With the demise of Jowett they
became the New Zealand VW agent. A total pf
25 thousand Volkswagens were assembled in this
country.
Graham was one of the earlier users of fibreglass
back in the early sixties when it was still pretty
experimental.
These days he just tinkers with bikes but they are
still far easier than cars to work with.
Phillip Coyle: A real VW nut. Has written a book
on VWs "50 Years ofVW in New Zealand", which
comes out in November this year. Decided to write
the book only because nobody else in New
Zealand was doing it. The car on display was
Phil's own 56 beetle, which is one of the first ones
that were built in New Zealand. Still has not been
VW Interior
around the clock at 98,500 miles and is basically
unrestored. It is quite a cheap reliable simple
Phil said that a huge number of people have at
vehicle that is a lot of fun to drive. Fuel gauge
some stage owned a VW at some stage.
was an optional extra and is very simple by today's
standards. This car still has its car less day sticker. A show of hands at the club proved that this was
All electrics are six volts, which can make life very true with over half those present having
interesting when he is driving at night. At the last owned a VW at some stage.
count Phil owns five or six VW Beetles.
A VW utility vehicle called a Terrier was built in
He has owned Beetles since 86. His first was a Rotorua during the early sixties and seventies.
67 1500. Although it had a lot of rust it lasted a lot About 500 were made.
of years. The carwas stolen during a 1995 World
Cup rugby match. He has owned another 11 Raffle:
Beetles since then. While writing his book Phil Number 44 Kevin Richards, an 8-volt Skil Saw.
About this time Suzuki were building a Titan, which
was a 500 twin. It had a great engine but a lousy
frame. When finished it went very well. All his
projects were not invented as he went along but
fully designed and drawn up before the project
started.
When building racing motorbike frames it is very
different to building production motorbike frames,
as the racing bike frames have to be strong and
light. Good ones are made out of high quality
VW on display at Club Night on 10 August 2004
5
President's 'Diary - Seytem6er 2004
In my main motoring
event of the month I
hope that to some
extent I have put my
money where my
mouth is. You might
remember in my first
"Diary" in May that
one of the things that
I was keen to
promote was more
events for the increasing number of cars of all
types that our members are building. Weill was
wrong, enquiries show that in general members
do not want to use their creations. They love
building them, talking about them and certainly
dreaming about their next project, but apart
from a very few, in general they do not use
them.
Amanda's race training day that we'll see more
of our cars at I nter- Marque days or at
Whittakers in November. How about a club tour
around the Coromandel or around the East
Cape again, perhaps another coast to coast. I
have an itinerary for a ten day tour around the
North Island worked out by one of our members
- - - any starters?
Well as I mentioned earlier, to put my money
where my mouth is my motoring event of the
month was a coast to coast, (New Plymouth to
Napier, via Whangamomona) day with the MG
Manawatu club. A great event, thirty three MG's,
Triumph TR's etc. The trick was to
ceremoniously take water from the Tasman sea
at New Plymouth and return it to the Pacific
ocean ten hours later on the other side of the
island. A fun, friendly day driving through some
wonderful country with just a little, 30-40k, of
unsealed road to add spice (the bit with the
Hobbits Hole for those that did the 1400 tour a
few years back). During the trip I met up with a
guy from Taupo (driving a 19371500ccVA MG,
the oldest car on the run) who like me, with the
optimistic hope that we'll still be here, wants to
go to the motorcycling TT centenary
celebrations in the Isle of Man in 2007. Neither
of us have heard of any tour being organised
and are keeping in touch. If anyone hears of
anything would they please let me know. I met
up with him Sitting in the sunshine outside a
Taumarunui coffee shop where we stopped for
lunch. It was that sort of day, coffee, sunshine,
miles, literally, of great cars strung out along
the empty roads, and plenty of driving, I did a
twink under 1150k in the 2% days and frankly I
can't imagine life getting much better than that
(well I could but are there 33 CCC starters?).
To emphasis this, our organising committee
who represent a cross section of the club,
turned down the suggestion that we even had
an annual calendar of events, as many clubs
do, for those who may want to use their cars.
As I should have realised after all these years,
we really are a club of builders, "Constructors",
full stop.- - - - Or are we, I know that I am
probably pushing it up hill, the evidence is
against me, but is it just more encouragement
that we need? We are a great club, arguably
one of the best in the country and we do
sometimes have members who come forward
and organise one off events which attracts
those members that do want to use their cars,
to race their 7's, tour their Sabres or join in club
displays. Is it just more encouragement that we
all need. Thanks Wendy and Ron for the
Manfeild club days, even though there are often
as many outsiders as club members attending. Almost STOP PRESS as I write this. I must
Steve and Amanda for running the Race mention Dave Frost and his Aussie cousin. I
Training day, Dave and Carol for next years visited them in Lower Hutt Hospital just after
Palmerston North Hub Rally and of course their crash which was illustrated so graphically
Darryl for organising another Show next year. in the following days Dominion Post. They were
But for a club of around two hundred and thirty both in amazingly good spirits considering their
members, with how many vehicles? That's miraculous escape from their accident on the
hardly what anyone would call a full program Paekakariki Hill which resulted in the total
for our cars. Lets hope that after Steve and
6
destruction of Dave's
concours Cobra, the
fire claiming everything
except the roll bar so it
seems. Apparently
diesel fuel slopped onto
the road started the
chain of events which
culminated in the near
tragedy.
However
although the result was
truly awful I know that
those involved believe
that it could have been
far worse. Four months
off work and the loss of
that fabulous car, Dave
get recovering fast,
Alex and the rest of us
need you.
STEERING &SUSPENSION SPECIALIST
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Suspension repairs and rebuilds
Steering joints, bushes
Shock absorbers
Wheel alignment
Brake Disc and Drum machining
All work unconditionally guaranteed
22 years of knowledge and experience
Discounts for eee members
Valley Plate ..s LiDlited
162 Gracefleld Road, Lower Hutt
Phone 04 568 5924
Chrome, Nickel & Zinc Plating. Metal Polishing
<L~4~
Bruce Wright, 04 564 5070
New &
SUSPENSION PARTS
Tel: 568 5989
62 Waione Street, Petone
7
:Jvlotorsyort Circuit P{anned in 11'ailiato
Saliers on tlie (grid
by Bruce Holloway(source e-mail))
Two Auckland motorsport enthusiasts are
planning to develop a $20 million Bathurst-style
motor racing circuit at Hampton Downs, just
south of Meremere. Hampton Downs
Motorsport Park - a 3.Bkm sealed circuit over
undulating countryside - will include 60-BO twostoried trackside apartments on a 161 ha site
about 300m from the expressway.
He said the project would bring great benefits
to the north Waikato, offering employment and
tourism opportunities.
Tony Roberts, managing director of Grand Prix
Farms Ltd, and business partner Chris Watson,
who have already bought the land, say they
have secured finance.
The re-alignment and upgrading of SH1 and
the new Hampton Downs overbridge would
ensure easy access to the circuit and minimal
delays when leaving, he said.
The site is about 1.5km from the landfill and
2km from the prison site.
Roberts denied he was trying to muscle in on
the Australian VB Supercar Championship or
stymie plans to further develop Pukekohe,
Taupo or Manfeild circuits.
They hope to stage their first race meeting late
in 2006, but acknowledge this hinges on gaining
resource consent by early next year.
"We are just guys who love motorsport and are
increasingly frustrated at the problems with
finding a suitable venue on which to run and
promote modern motorsport," Roberts said.
@Magazine
Classic and Performance Cars
New Zealand's newest car magazine!
A very proud Bruce Turnbull sent this photo to the Editor recently and why wouldn't he be proud?
Notice that there are Sakers occupying 1st, 3rd and 4th on the start grid at a recent July race
meeting at Oscherlaben in the Netherlands. Not only that but there were also another two Sakers
in the race with another just in the picture back in 10th spot. These Sakers are only running
Subaru 4 cylinder engines too, no sixes here.
72 full colour pages
devoted to grassroots Kiwi motorsport, constructor's cars,
hillclimbs, classic races & rallies, touring,
performance modifications and equipment. ..
On sale every two months in all good bookstores
Annual subscription (six issues) $42 postage incl
SAKER CARS
From Bunny thorpe to Daytona
TARMAC Magazine RD2 Waihi 2980
email: [email protected]
Ph: 07 863 6909 Fax: 07 863 8289
8
9
VVaikato VVanaerings
All that's left!
Geoff McMillan
In my wanderings I have just got on to a new
tool that I thought you may like to know about.
A mate came around recently to show me his
set that he had just bought, and used it to good
effect on my project. It eliminated the need to
buy a 'deep socket set' to do an otherwise
difficult job.
He bought it at Repco, and I had been on the
lookout ever since for one for myself, to no avail.
It is only available in Repco stores and I bought
mine on their' 25% off everything weekend. This
is a VORTEX SOCKET SYSTEM that allows
the socket to get onto a nut when the bolt
protrudes out well past the end of the nut. It can
also work along the full length of a stud, turning
the nut all the way, (see photo).
When I finally went into a Repco store here I
could not see it on the shelf at all and had to
ask for it. The reason given for it not being on
display was that too many were going missing!
It is available in metric only, or metric/imperial.
The normal RRP was somewhere around
$140.00 (ouch) for both measurements, but it
is a well made machine and capable of jobs the
normal socket set will not handle. It has two
adapters to allow 3/8 and 1/4 sockets to be used
as well, great if you have the sockets left over
from cheap sets that have had the ratchet blow
to pieces ... !
This was the sight that greeted Wellington members reading The Dominion Post on Saturday
morning August 28 2004. Wellington member Dave Frost's beautiful Almac Cobra Replica burnt
to the ground. On the Friday Dave had been giving a ride to his cousin, over from Australia, when
he hit what he thinks was diesel on the Paekakariki Hill Road. Naturally the cops couldn't wait to
say speed was the cause. Dave suffered injuries that will slow him up for probably the next three
months. We wish Dave and his cousin a speedy recovery.
Slliperl!;i6nOev~lopment$
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Box 40483, Upper Hutt, Ph/Fax 04 528-8680
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11
Letters
Letter to the Editor
Hi fellow club members,
CLASSIC Revival
If I may quote Winston Churchill and say "the report of my death is greatly
exaggerated", but reading the local press you may not think so!
Dear Sir
Guy's, I just want to say a big thank you to all of you who left messages of best
wishes and those who came to visit my cousin and I in hospital last weekend. It was
very touching to know that there is such a high level of support out there.
I guess I should let you all know exactly what happened, and I promise I will in a full
article in the magazine in the not too distant future.
In the mean time I would strongly urge all of you who have anything less than a 3
point seat belt arrangement in your car to upgrade it. At the time of Camilla being
certified a lap belt was all I could legally fit, if I had been allowed to fit something
more substantial the injuries my cousin and I sustained would have been greatly
reduced, but more ofthat later.
While my cousin and I will recover from the accident, unfortunately Camilla will not.
Due to the fire, what would have been a repairable bash, turned in to a total write
off.
WillI build another Camilla? No, I don't think so, I don't have the heart to do it again
at the moment, and would it be possible to replicate her anyway.
So once again thank you all very much, I know Carole and my cousin were also
very moved by your sentiments following the accident.
While Jimmy will have some "not too good" memories to take back to Australia, he
certainly will be taking back an image of friendship and camaraderie that Kiwi
Constructors Car Club people demonstrate.
Many thanks.
Dave Frost
First - what is acceptable is whatever
your LVV Certifier is prepared to sign on
the road - so they are the person you
really need to satisfY.
I am interested in what you guys get up to
having come across your club name in the
NZ Classic Car magazine.
Second - that doesn t stop us passing an
opinion and our understanding of the
legislation and requirements.
I have had my car inspected by the local
low volume inspector dude, who has
requested a couple of small mods which
while they surprised me were really no big
deal. I recently phoned him to check on
seat requirements; he has told me that my
seats must have headrests. I notice that no
other Cobras I have seen have headrests,
and am wondering if this is correct. One
other question that I don't seem to be able
to get answered is the requirement for
catalytic converters. I am keenly interested
in this as the side pipes are going to be
expensive - cats are also expensive so I
want to get it right.
Head Restraints - our understanding is
that the legislation does not require them,
but where fitted they must comply with the
standard. Manufacturer produced seats
are accepted 'as is', and home-made once
some common sense requirements have
been observed. We recommend that you
consider the value of having a head
restraint in the event of an accident for
the reduction of the likelihood of
whiplash.
Kind regards
Philip Hopkins.
Hamilton
Email [email protected]
MEMBER COMPONENT CAR MANUFACTURERS ASSOCIATION OF NZ (Inc)
1/318 Beachhaven Rd, Beachhaven, Box 34610, Auckland 10, New Zealand
Fax: (09) 482-0516
Telephone (09) 482-0071
12
mean that I am familiar with the
legislation.
My name is Philip Hopkins, I am currently
building a Cobra kit car. I purchased the
kit from Classic Revival in Australia
(www.classicrevival.com.au). The quality
of the kit is not as great as they make out.
I would love to hear from you and get
your thoughts on these issues.
FRASER CARS
~ceived
I administrate the Low Volume Vehicle
Certification performed by the club. That
doesn't make me an authority, but it does
Catalytic Converters - there is no known
requirement for these. Clean air
legislation is being talked about - but no
requirement is in place, or near enough to
be important in your planning.
We endorse your telling your LVV
Certifier what your intentions are (and
pressing home your point of view /
negotiating as necessary) so that they are
unsurprised by what you present to be
certified at the end.
regards
Grant Major
13
CLASSIC 120
I must mention right at the outset that one
of the things that I didn't like about the
Nostalgia as they built it was the use of
I'm a New Zealander, living and working
modern Jag wheels which, to my mind, are
in West Yorkshire (UK). I begin building a too small and too wide for the 120 -1
Classic 120 (Nostalgia Cars) in a few
managed to find a set of originals in
months - to this end I've recently
Wainuiomata where a guy had replaced
purchased a mint XJS 3.6 which I'm
them with E-type wires on an XK12 0 FHC.
currently using as my daily transport - until At $200 - a good buy, I thought, though
the day it gets the chop - and is turned into the tyres cost a bomb!
Dear Sir
my 'dream car'.
Dave Bray
Whilst I hesitate to use the term 'whatever
it costs' - the completed car will never be
sold - therefore I intend to build my
perfect roadster - no compromises when it
comes to mechanical components, build
quality, trim etc.
I came across your club website during a
search for completed Nostalgia car builds.
Would it be possible to get in touch with
Dave Bray?
I wish to take advantage of the fact that
he's already built a Classic 120 - I'd like
ask his advice regarding pitfalls etc.
Kind regards
Terry Mackay
West Yorkshire (UK)
[email protected]
I had a run in the Nostalgia prototype
back at the end of '99 (I'm a pam
originally from Somerset back in 57 and
was over there visitingfamily and so on)
I have documented just about everything
on the way through afour-year build
(that:S four retirement years, so more than
a few hours were involved) and attach my
first document on the subject for your
interest and/or trash bin.
14
SEVEN Problems
There is a firm in the UK that
builds a kit car using all sierra
parts and they should be easy to
find under the Locost Internet sites.
In the book 'Build a Car for 250
Pounds and Race It' by Ron
Champion he builds a wide version
despite what the book tells you and
that is why so many people have
had problems following some
aspects of the book. Members who
are building a standard version
wish they had gone for the wide
version because of narrow foot
wells!
Would my car, a Banham X21, require any extra
inspections other than a WOF?
Any info. would be greatly appreciated, thanks.
Dave Beeke
Dear Sir
I am contemplating making a low cost 7
replica with independent rear suspension.
Also I was thinking of using the
"McSorely 4" wider design" for more
room in the foot well. This has been done
in both the UK and USA but I want to
make sure it will handle well before I get
to involved. Can you help me with the
suspension design?
Regards
Verne Taylor
Taupo
[email protected]
The Wairarapa 7:S club based in
Masterton, ofwhich Francis Kirkham and
Len Lidbetter are members, have three
wide versions of the Locost 7 being built.
We would be happy to talk to any
prospective builders on concerns. We are
using Cortina rear axles but for
independent rear but you could use
a Sierra axle and use wishbones. You
would need to build a new mounting point
for the diff on the rear of the chassis.
Regards
Francis Kirkham
BANHAMX21
Dear Sir
My name is Dave Beeke, I
currently live in the UK but am
aiming to move to New Zealand in
the near future. I came across your
club website and wondered if I
could pick your brains on the
legalities of kit cars in New
Zealand.
In the UK most kit cars need to
pass an SVA test, however my car
retains such a large percentage of
the donor vehicle (Rover
Metro) untouched, that it is exempt
from SVA, only needing an MOT
test, similar to your WOF (I
think!).
UK
[email protected]
Thanks for your enquiry and picture. It looks like
a very interesting car!
The requirements would be a result of deciding
whether or not your vehicle is 'modified'. 1
suspect that from its external appearance it
would be treated as 'modified' so that a Low
Volume Vehicle inspection is completed, and Low
Volume Vehicle Certification is issued if
applicable.
The import procedure is as for any standard
vehicle, it just gets side-tracked into the LVV
check as part of that process
The LVV requirements are generally practical
and easily satisfied or met by any competently
completed modifications, so I wouldn Yhave any
great concern on this.
The only hook in this may be meeting 'frontal
impact' requirements. They recently changed the
15
legislation here so that they require
vehicles to be compliant with a frontal
impact standard, and they may not be
imported without being compliant. This
largely stopped imports ofpre-96
vehicles, but also placed an obstacle in
the way of small run vehicles, like modern
TVRs and Aston Martins, where they have
not demonstrated compliance with a
standard The changedfront end on your
vehicle would suggest that the
modification should be inspected to see if
this has altered the original
manufacturers construction and
compliance.
I probably can't offer much more comment
of use or authority on this subject, as I
expect that it will be down to the NZ
Customs people, and to the Vehicle
Testing agent that does the paperwork to
clear your vehicle into NZ. You might
seek assurance from them, or from the
Land Transport Safety Authority
www.ltsa.govt.nz (and check out the
references http://www.ltsa.govt.nzi
publications/infosheets/infosheet-2-14anywhere. html and http://
www.ltsa.govt.nzifactsheets/44.html)
And as a final thought remember to point
out that you own the vehicle currently and
have done for some time, as I believe the
rules may be slightly more relaxed when
you are talking about something you have
already owned for some time as opposed
to something you are buying and
importing.
Good luck, and we'd love to see the
vehicle at a club night ifyou bring it here!
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16
I had a look at your web site a short while
ago and thought you would like to know
about the Cobra Daytona which is pictured
in your Club History section. The Daytona
coupe ended up at my work where we
reshaped it a bit and repainted it in
original Cobra blue that we managed to
get the formula for. We were building it
for a client in Japan and it was going to be
used in gentlemen racing there but we
have not heard from him in for sometime
now. So it is now on hold and has been
shoved into a comer maybe it will be
finished one day.
I am interested in building a Lotus Seven
replica (something basic first). I am a
mechanic by trade and have been working
in the restoration field for some time so I
have a few clues. Still I would appreciate
some information about the club.
[' flat strip stocks. In-
~"'(
....
house tooling
and
design
service
~
available. Heat
',"
.
.~~
Y<>-
treatment and
electroplating
facilities.
Superior
VISIT US ON THE WEB:
DAYTONA Spotted
Dear Sir
The car has been sitting for about two
years now. The front windscreen is from
an Austin Allegro and the rear screen will
be polycarbonate. It came with a pattern
to make it but has not been finished yet as
you can see from the photographs.
Superior
A LUCAsr-
Regards
Grant Major
Julian Polglase
Christchurch
[email protected]
".··..%v,',.~
INDUSTRIES LTD
PO Box 38-432 Wellington Mal! Centre
37-39 Eastern Hurt Ad, Wingate,Lower Hutt
Phone 04 939 2100
Fax 04 939 2110
Emall: [email protected]
Thanks for sending us an update on
Cobra Daytona. The information about
the club is in the post.
The Cobra as seen on a garage tour some
years back
17
Much appreciated .
Wanted:
Dave Beazer [email protected] 04939
2222 wk 021 543 943
One Lamborghini Kit - any stage of completion.
Contact: Roy Hoare; (04) 5645978
Wanted:
Wanted:
email;[email protected]
For a 1936 Daimler 2003 motor; Small rocker
cover with head studs showing. Need parts:
rockers, push rods & sump or motor.
Left front indicator lens for 1997 1.6 Toyota
Corolla
Wanted:
Contact: Ken Gee (06) 363 7871 Foxton.
Small car heater unit, (Make not relevant) e.g.
mini or early civic
.Buy and Seff
For Sale:
Lotus 7 Replica, Toyota 4AGE with twin Dellorto
carbs, new mags with brand new Yokohama A008R racing tyres, adjustable suspension, Tilton
pedal box. A lot of hard work done & have most
of parts to complete, see photos. Very keen to
see it goes to a good home, as I don't have
time to complete & desperately want the garage
space back .... make me an offer, you could
be surprised.
Contact Shane Parker (04) 902 2602 or 027
2483424
[email protected]
For Sale: 4 x Lancia beta gearboxes 2 x 2litre
and 2 x 1.8 litre
Contact Steve Strain (04) 479 3039
Toyota Starlet 1.3 RWD 1983/84 3 speed
Automatic carlmechanical parts - would
prefer complete vehicle with a current WOF will consider a 5 speed at a push - running gear
wanted for current project. Contact: Alan
Hoverd (04) 389-6121 (H) (04) 463-5579 (W)
email;[email protected]
[email protected]
Wanted:
Radiator overflow bottle, metal, as fitted to early
mini 1 land crabs
Mike Boven. Replies to [email protected]
For Sale:
If anyone wants a 2 WD Subarubox from a 90
Legacy EJ 18 non turbo, for a mid mount project.
I've got a whole car minus the motor, ( that's
going in my Beach Buggy)
Rob Schrickel
mailto:[email protected]
Ph (09) 634 9035, Mob 0274 873 58, Fax (09)
6347007
Last Month's quiz car
1957 BMW 507 Roadster
Some great cars make virtually no impact on the market,
save to point the way for others to follow.... Sadly, the BMW
507 roadster also falls into this significant but ill-fated
category. Later examples were tweaked to produce 160
horsepower at a headier 5,600 rpm, and when the
compression ratio was bumped from 7.8:1 to 9:1 the diminutive engine was said to deliver
195 horsepower. In a vehicle with a lightweight aluminum body, that made for stirring
performance versus the other sports cars of the age. The chassis, no simple affair, was
constructed of tubular and box-section steel. The front suspension was independent, using
unequal-length A-arms with torsion bars as the springing mechanism and telescopic shocks
for damping. The rear was less dramatic: a "full-floating" live axle sprung with torsion bars.
For Sale:
Classic Escort 1974 Mk 1 Escort 1.3litre 4 door
sedan. 100% original with matching numbers.
Excellent condition. great everyday Classic. Has
to be sold as I now do not have a garage. Valued
at $7,000 but open to offers.
This Month's
quiz car
I:
,
Phone Simon 021 2688451 or (04) 479-6707
(H) or (04) 802-4495 (W)
Wanted:
Inlet manifold for Twin 40DLHA Dellorto
Carburettors for 1600 xflow Ford
I
Manufacturer, model, year
of manufacture, engine
and any other specs or
achievements please.
Plus trumpets. Anyone got any spares lying
around in their garage for a reasonable price?
18
19
1985 :Jvt(j 'EX-'E Conceyt Car
CCC Tecfinica{ Committee - Tues 27 Ju{ 04
Grant Major
Dave Clout
While flicking through the latest
copy of the NZ Sports Car Club
magazine I came across a very
interesting photo in their colour
centre spread. Normally their
magazine is black and white
like ours but this colour version
got my attention. What really
got my attention though was
the stunning red car, an MG
replacement concept car. This
car was to be powered by the
reliable RoverV8. Alas it never
got past the design stage.
Present:
)
}
Apologies:
Anthony Moult, Mike Boven, John Cumming,
Roger O'Brien, Ken McAdam, Glen Collins,
Previous minutes:
The minutes of the previous meeting were not
available for review
Also launched at the Frankfurt
Motor Show in September
1985, was the MG EX-E a
design study undertaken by
Austin Rover, and developed in the companies own design studio. The EX-E was intended as a
road car, but had the potential to be developed for competition. The mechanical elements were
derived from the MG Metro 6R4 rally car. The engine was the V64V 3-litre V6 with twin overhead
camsh~~s per bank and 4 valves per cylinder. In road tune this developed some 2S0 bhp, but in
competition form could be tuned to give 410 bhp. The four-wheel drive transmission was also
borrowed from the 6R4.
The highly aerodynamic body had a drag co-efficient of only 0.24. The structure was an adhesive
bonded, high strength aluminium alloy frame, with plastic exterior panels. The all-glass canopy
style roof was a striking feature, showing an influence from aero-space engineering. The luxuriously
trimmed interior incorporated a highly sophisticated instrument and control system.
Top speed was estimated to have been in the order of 170 mph or 274 kph for you youngsters. No
projected cost was given or
needed as the project never
progressed thanks to the old
fashioned management in charge
at the time. I'm sure it would have
sold well in the USA market which
it was targeted at. Oh well, there
goes another great car down the
gurgler. I wonder how many other
great British designs never even
made it to the design concept
stage?
Do other members have an
interesting story to tell us about
cars that never made it but should
have?
20
Grant Major, Tim Hutchinson, Brian Worboys,
Mike Macready, Dave Clout, Rob West, Roy
Hoare, Phil Derby, Kevin Richards
LW Certifiers Professional Indemnity Insurance
applications were completed by the three club
certifiers, for return to LVVTA.
Suspension geometry analysis software was
discussed at Club Committee recently, and this
was commented on to the Technical Committee.
The currently owned software, loaded on an aged
laptop, is currently with Tim. Tim was volunteered
to look at the choices and preferences, knowing
that Jon Loar was investigating the same on behalf
of the Club Committee. action T Hutchinson
Recent scrutineering activity was reviewed. The
preceding discussion of suspension geometry led
to discussion of observations made in recent
scrutineering, and to the structural strength and
stiffness of the Locost based design when used
with various power plants or drive-trains. The
conclusion of the discussion was that torsional
stiffness was a parameter which would be a useful
indicator of the structural competence of the
chassis. Ideally any scratchbuilt Locost design
chassis would approach or exceed the torsional
rigidity required by ADR regulations - in the order
of 3000 ft.lb I degree for small motors or the higher
figure of SOOO fUb I degree for V8s.
With the knowledge that Almac cars had been
evaluating the same issue for acceptance of their
kit in the Australian market it was suggested that
a practical run-through of the testing be
undertaken at Almac's. Roy volunteered to
organise this activity. action R Hoare
The choice of grade of steel used for light space
frames was discussed, with relevance to the
heavier grade steel adding significantly to the
structural strength of the chassis. It was noted
that a very useful increase in size from 1.6mm to
2.Smm adds minimally to the overall weight,
perhaps 30kg or so, which seems trivial in
comparison to the likely final curb weight.
Brake-line fabrication was commented on, noting
that it is crucial to identify the matching taper for
the mating fitting, whether it be external flare
(dumbbell ended) or internal flare (double flare).
Scrutineering testing of braking was discussed in
regard to the use of twin master cylinder systems
with a bias bar. It was confirmed as good practice
or guideline for fabrication that:
1) the bias bar should be limited to around S
degrees of movement
2) the testing should prove the operation in the
event of a pressure failure on one side, ie brakes
are still able to be applied and pressure exerted
on the remaining functional cylinder without
binding of the bias bar
3) the bias bar should be floating but captive,
avoiding the assembly binding or uncoupling in
the event of a cylinder failure
Dave Clout posed the question of the need to
scrutineer the (new) Sabre chassis, and it was
acknowledged that this would not be called for in
the case of each individual builder, as it is our
club practice to accept 'kit' designed chassis as
being competent based on the kit supplier's design
efforts.
The frequency of Technical Committee meetings
was offered as a topic for general discussion. The
general consensus was that they would be called
as needed and where there was the opportunity
for cross-training of the Technical Committee
members by the experience and activities of the
other members.
It was proposed that the Technical Committee
arrange an evening or discussion in review of
torsional rigidity by CAD analysis, and Rob West
was volunteered to commence preparation on
this. action R West
The meeting concluded around 9:50pm
21
Non-Destructive Testing
&
Hamilton Aero Maintenance Limited
P.O.Box 11078 Hillcrest,
Hamilton, New Zealand.
Telephone: 64 - 7 - 843 6063
Fax: 64 - 7 - 843 5075
Email: [email protected]
,.- '0'1,..,
,
.'''.
:five years of the 1{at
Reproduced from a Hamilton Aero document
.
HAMILTON
AERO
NON-DESTRUCTIVE TESTING SERVICES
Hamilton Aero Maintenance Ltd has been
established now for twenty years and is a
respected member of the aviation community
based at Hamilton International Airport.
The company is accredited under Part 145 and
19F of the Civil Aviation Authority of New
Zealand regulations and we operate within this
framework for all aviation work carried out.
Because the company also handle the
maintenance, up to '1\ check level, for Freedom
Air International, and also Air New Zealand and
its Link operators when required, we are also
subject to full audit by Air New Zealand
Engineering. This covers all of their aircraft
types from the Boeing B737 -300 to the latest
Beechcraft 19000's. The company is also
licensed to handle minor maintenance on the
Jetstream and ATR aircraft operated by Origin
Pacific Ltd. The company has also handled
the maintenance, up to "A" check level, on
Boeing B757, Boeing B727 and Airbus A320
aircraft operated by airlines into Hamilton
International Airport.
In order to operate to the full extent required to
meet our customers expectations the company
has purchased all of the equipment required to
carry out non-destructive testing to aviation
standards. This equipment has been in use
now for some time and we are looking to expand
the market by offering NOT services to other
companies and businesses requiring such
facilities. To date we have carried out NOT
services for the aviation industry, the transport
industry, the marine industry and on safety
equipment used by both commercial and private
organisations and individuals.
22
The company is approved by the CM and the
Ministry of Transport for NOT work and is also
certified by C.B.i.P. The facilities we have
available will enable us to carry out the following
types of NOT work:
Magnetic particle
Dye penetrant
Eddy current
X-Ray
Ultrasonic
If your business requires such NOT services
please get in touch with Alan Thomson at
Hamilton Aero Maintenance Ltd and he will be
able to discuss your requirements. Alan has had
extensive experience in both the aviation
industry and with most forms of domestic
motorsport and knows what is required in these
areas. Our aim is to offer a comprehensive
service and a fast turn round to enable the
customer to meet their own deadlines. We
believe that such a service is required and that
our experience and commitment will give the
customer a cost effective answer to their NOT
requirements.
We look forward to being of service to you all.
MAINTENANCE
AIRCRAFT SALES
GROUND SUPPORT
AVIONICS
N.O.T. TESTING
Brian Worboys
My, how the years have flown. It was September
1999 when I first got it onto the road. At that
stage it had the old 1300cc engine that c~me
with the donor vehicle. The 1300cc was a bit of
a disappointment actually, as the donor, a 1965
VW Type 3 (variant) fastback, had TL 1600
emblazed on it's rump. While visiting ARCO
motors to buy some other VW part, Brent
showed me a "1600cc" engine that he had for
sale on behalf of someone who had found it
under his hedge, or something. So I chucked
this one into the 'Rat just before we headed off
on the 2001 club summer trip which took in the
Wairarapa, Hawkes bay, Taumaranui, Taranaki
etc. The new engine went quite well, except for
a persistent tapity sound, and a curious
dropping-off in power that took me two days to
realize was that the heavier return spring on
the carb of this engine was causing the
accelerator pedal to bend. By the time we got
to Hawera we were getting only half the throttle
opening at full Welly (Ed.gumboots to those of
you that live in Taihape). A cable tie fixed that.
I then tried a single-carb twin-choke 36mm
Oellorto in place of the standard VW carbo I had
to modify the engine cover to make room for
the air cleaner. This gave more power but,
despite experiments with different jets and a
plenum chamber, it was always prone to flat
spots. Next I got a matched pair of Oellorto
carbs off trade and exchange. These came from
an Alfa Romeo I believe. This twin-carb set-up
is what I have on the car now and together with
heavy duty valve springs on an otherwise
"standard" motor has proven to be a good
torquey combination that can still rev up to 5,000
rpm without any trouble. Well, not too much
trouble. Last year on the way up to Manfeild for
the club track day the pesky tappet rattle
suddenly turned into a much louder sound as
an exhaust valve dropped it's head. At this stage
I had started to build a new engine so I just got
the hole in the damaged piston welded up and
new valve guides put in for some old exhaust
valves I found in my garage. Good old VW
technology .. this engine "blow-up" cost just
$127.50 to repair.
Having been driving
this engine round for
three years, you can
imagine my surprise to
discover in the course
of this repair work that
it was actually a
1835ccengine, not the
1600cc that it was
supposed to be. At
some time in its earlier
life someone had
machined the case
and heads to fit a bigbore piston and
cylinder kit. I never
knew.
On the 2003 Club
The great thing about
Heritage tour
a VW beetle is how
easy it is to take the engine out and put it back.
But make this mid-engine and it's a different
story. The way I built the car in the first place
was just to make the minimum structure needed
to locate the engine, transmission, suspension,
battery and fuel tank. Everything else is just
added onto this basic structure as bolt-on, plugin bits and pieces. So, to get to the engine the
whole rear of the car has to be taken apart
sequentially piece by piece, in the reverse order
to how I built the car in the first place. There
are no short-cuts. This includes taking off the
body panels and removing the spare wheel, fuel
.~
Fitting the current engine to the car
23
tank, battery, battery box, transmission,
linkages, five bits of exhaust etc. I've just done
a count-up on my fingers and it tallies up as: 21
Screws, 61 Bolts, 5 plugs, 8 electrical
connections, 5 cable ties and a bungee. This
takes about three hours and fills up about four
cardboard boxes and a whole garden shed with
bits. Then the engine just rolls out the back of
the car on a trolley jack, with the car still sitting
on its wheels. It takes a lot longer to put it back
together, but mostly because there are
inevitably some little improvements to be done
at the same time.
Make it - Use it - Enjoy it
I have enjoyed dOing a lot of stuff with the car.
Club trips have been a highlight. I use it
whenever I can for trips where two seats are
enough. I take it to work some days. Bad
weather can be a bit of a disincentive. My usual
approach is that if I have a reasonable chance
of getting there dry I'll drive the 'Rat and take
my chances on getting wet on the return trip. I
made a roll-up stow-away awning style roof that
can be attached if the weather turns seriously
nasty.
Front quarter
Along with other club members I took the car in
the parade through town with the Rugby Sevens
tournament teams one year. We were with the
Tongan Team. For three years now we have
gone in the Hutt City Christmas Parade with
various themes including Wonder Woman,
Pokemon and something involving angels. For
these events, I leave off the rear deck lid, take
out the spare and bolt a plywood floor over the
petrol tank making the 'Rat into a sort of miniute. Then, with a high-level grab rail fastened
onto the roll frame, "Characters" can stand on
the back and wave to the crowds.
Getting ready for the 2003 Hutt City Christmas Parade
24
Gymkhana's have been fun. These events quite
suit the 'Rat and it is easy to do quite well,
especially on grass. Also, I cheat by fitting
separate handbrakes for each rear wheel. This
makes it possible on grass to execute a U-turn
from a standing start without going further
forward than about one meter. Bearing down
on a cone at speed the trick is the pull on one
wheel brake, which slows the car and turns it
into the corner, steer a bit as required, then add
some power with the brake still hard on,
modulate everything until pointing in the desired
new direction, then release the brake. It pays
not to attempt a gear change during this
maneuver, as one doesn't seem to have a free
hand for it.
Manfeild
I do enjoy track days. I really recommend them
to everyone. We are lucky to have folk like Ron
Robertson in the club who can make these
happen for us in a constructive, fun, cheap and
safe fashion. As an aside, marshalling on track
days is also very enjoyable (even if you are
doing it because you just blew up the engine
on your car). I had earlier thought that since
the Road Rat has only the power/weight ratio
of a very average modern family saloon, it would
be a bit of a damp squib on the track. But I had
forgotten that all the great sports-car traditions
are hardly based on big horse-power. The
original MGs and Morgans etc were popular
because they were fun to drive and "sporty".
Not because they were particularly powerful. I
don't have much experience to be able to
compare the Road Rat with any real
performance cars, but I just like getting out there
on the track and being able to try different lines
and speeds into the corners until the limit starts
to become a bit obvious, and to try later and
later braking points. The track is so wide at the
corners that I find the car can pretty much stop
in a straight line within the width of the road if
you find you have overcooked it a bit. Despite
having two thirds of the weight on the rear
wheels, it doesn't exhibit much in the way of
oversteer. At speed (about 140k is the fastest
it gets up to), the bulky rear body and minimal
frontal area seem to keep it more stable than
at normal road speeds. Turn-in is really good
and by keeping plenty of brake balance to the
front, there is never a problem with the rear
sliding going into a corner. I find I can go pretty
much full throttle all the way to the 50m mark
before jumping on the anchors. Coming out of
a slow corner it lifts the inside front wheel and
suffers quite a lot of understeer. This is probably
due to low rear roll stiffness. I could do
something about this, but actually I find it rather
fun, so I doubt I will. It's very easy to control,
just not the fastest way out of the corner. There's
not enough power (yet!) to spin the inside rear
wheel. The only time I have had an incident is
midway round the hairpin where the G forces
are the greatest, it seems that in the final
analysis the rear tyres just have less grip than
the front ones. This mainly became an issue
when I put on new Yokohama tyres on the front.
These are 175-60 profile replacing the old
Bridgestone 165-60s. The Yokos are much
better. The wider section seems to soften the
effect of the walls and gives them a bit more
compliance than the previous tyres. This makes
the car react less to road imperfections, which
is a bit more relaxing, and they grip much better
under braking and achieve more weight transfer,
which is a good thing. I should get some
Yokohamas for the rear as well.. but at the rate
the old Hankooks are wearing, this is scheduled
for about the year 2020.
So, how fast is it? I think I do a good lap about
1:40 (wet or dry). To do better than this you
have to be able to go much faster down the
straights, and you need a bit more than 70hp
for this. I enjoy it on track days trying to keepup with other cars. "Wow.. I did well last session,
I almost kept up with XXXX, and he must have
at least 200 Hp."
Two more things I would like to mention while
on the subject of Manfeild. One is that I believe
that for scratch-built cars, we should have as
part of our scrute process a requirement that
the builder (or some other brave soul) should
take the car out on a track day and pound the
living daylights out of it round the track for eight
or ten laps non stop. If it can do this adequately,
and still be on four wheels (or three as the case
may be) and have brakes still working at the
end, then this should take car of any doubts
anyone might have about it's general
roadworthiness and safety, and take a bit of the
25
risk off the shoulders of the certifier. The other
thing is, I can't work out what it is that the braking
point signs actually indicate. The one that says
"100", for example. If this is 100m, where is it
actually measured from? Where is the "0" pOint?
It obviously isn't either the start of the curve, or
the apex of the curve. It seems to be
somewhere in between. If anyone knows this ..
maybe they could do an article for the magazine
or something. Also, while I was doing a spot of
marshalling during the last club day, during a
slack period, I went and paced out the distance
between the 50 sign and the 100 sign at the
end of the back straight. This came out to be
about 37 meters by my reckoning. Maybe they
are just handy numbered road-signs. I guess it
doesn't really matter.
cooling system by ducting external air directly
into the cooling fan intake. For this I made an
air scoop and modified the body to
accommodate it on the left side of the car and
made up the necessary ducting. I then used
some water-manometer "U" tubes to measure
air pressure in the system and basically decided
that it wasn't really helping much. But it looks
cool, so it can stay.
Gear Ratios
I did a few very unscientific tests and I think it
does 0 to 100 in about 11 secs. This isn't all
that great, but there is one other statistic that
you might like to compare with your own ride.
This is something of a family matter. My Father,
when aged 16 in 1934, owned an AJS 500cc
single. You know Bolton Street? That's first on
the right going up The Terrace and continues
as a steep bridge over the motorway. Well Dad's
AJS would go up Bolton Street in top gear.. and
so can the Road Rat.
One thing has become pretty obvious, and I
suspect this applies to most of our club cars,
the gear ratios that come with the donor gearbox
are rarely ideal in the new car. At Manfeild the
Road Rat has only a two-speed gearbox. Once
under way it doesn't go slow enough to use
second gear, and so that just leaves 3rd and 4th.
Who needs a sequential gearbox when you only
use two gears? I found an internet site that
trades used aftermarket gearbox ratios for VW's
at about NZ$50 a gear set. This would make a
close ration 3rd and 4th easy to achieve, but a
long diff ratio to make it all work on the road is
just not available. These ratios are designed
for the off-road market with huge tyre sizes. So,
too bad, have to flag that one. My next car will
have a motorcycle engine. Not so much for the
motor, but this is the easiest way to get a good
close ratio 6-speed sequential gearbox.
Brakes
The new BIG motor
The standard VW disk - drum setup is quite
large for the size of car, and with the smaller
weight of the Road Rat the standard brakes are
quite adequate. I have replaced every brake
part with new items, including slightly larger than
standard rear wheel cylinders, and fitted a
proportioning valve to the front brake circuit.
With only 200 kg on the front axle this is very
necessary to avoid the front wheels locking if
the surface is not very grippy. I have the version
that has a leaver that clicks through about 7
positions. I don't know how these valves work,
and I don't like the pedal feel they produce, but
they do the job.
Because I can. That's why. I've just got a few
small adjustments to do and I will have
completed building a new motor for the 'Rat.
Now, the traditional VW engines through the
50's and 60's were commonly 1200cc. Then VW
brought out 1300s and 1500s finally the 1600cc
engine all based on basically the same 60's
engine case. By using a longer throw
counterweighted crank and larger pistons my
new motor will be about 2175cc, but the external
engine dimensions are unchanged from the
original 1200. I am using heads with bigger ports
and valves, double valve springs, chrome-molly
push rods, a cam with a duration of 299 degrees,
5kg chrome-molly flywheel and 1700 Ib clutch.
So, lets see what happens when we light the
touch paper. It would be more prudent of me to
say nothing about this little project before
actually test running it. I have acquired bits from
Performance
Cooling
The motor doesn't really run too hot, even with
90% full throttle running on the track, but I was
keen to try to get more cool air through the
26
New engine ready to go in
so many different places that there is a fair risk
one or more of them has some serious fault
which will become evident very early in the new
motors life with grenade-like results. So I'm
keeping my fingers crossed.
The insides of the engine case needed to be
"clearanced" for the larger crank, this involved
grinding off about 2mm of aluminium from all
sorts of places by a trial and error method. This
took at least 20 goes to get right.
Building the motor has not just been a case of
buying the bits and screwing them together.
Very little actually fitted without some
modification. On the two new after-market
heads, the rocker-shaft mounting studs were
not the same distance apart, needing a
modification to one of the new rocker-shafts.
One reason for building the new motor was to
address oil surge. The lit-up oil warning light
has been a common sight at sealed
gymkhanas, track days and the usual top
ranking Wellington roundabouts. It's a tribute
to VW solidness that the car has survived to
this day. I have had to run the oil level about
15mm above normal level to avoid
loss of oil pressure during hard
deceleration and cornering. I suspect
this high oil level also contributes to
the engine running hotter than
necessary. I have addressed this in
the new engine by using special
push rod tubes that have longer skirts
to discourage oil from flowing up the
tubes to the head during cornering
and by including a windage tray. I
have also made a little tea cup sized
sump (thanks Phil) that adds about
40mm to the depth of the engine and
enables the oil pickup to be extended
downwards about 50mm. This is
equivalent to running the oil level
Airscoop
27
engine were quite cheap. For
example, a set of four new pistons,
rings, cylinders and gudgeon pins
(pretty much the main wearing items
in the engine) cost just NZ$400
including freight by parcel post. And
by
mail-ordering
in
small
consignments, GST doesn't seem to
happen. However, other things, like
machining work and courier charges
from USA pushed the costs up a bit
so I realize I could have bought two
perfectly good used-import Lexus
V8s for the sum I have now
"invested" and still had change.
These would give me something like
5 times the horsepower as welL .. but
I would have had trouble fitting all 16
cylinders into the Road Rat engine
bay.
about 30mm higher, so it should make a big
difference. I will need to make a special
protection skid plate, as this sump decreases
ground clearance by an extra 10mm below the
current adjacent low point.
Parts for the new engine have come from
friends, from Trade & Exchange, from NZ
suppliers and by mail-order from several
different sources in USA. With the strong Kiwi
Dollar, and the ready source of parts from Brazil,
where up until last year they were still making
new air-cooled VW's, many parts for the new
And, what next?
Once the new engine is in, a priority will be to
add an oil cooler. I have got a good one for the
job. It came off an XJ6 Jag at pick-a-part, but I
will need to modify the bodywork on the right
hand side to accommodate it, and this may
mean relocating the gearshift, which needs
some improvements anyway. Having given up
on changing the gearbox ratios, I would still
quite like to make a sequential shift mechanism.
I might give that a go. And I really must make
some better and more laterally supportive seats.
It really never ends.
New Members
The Constructors Car Club warmly welcomes the
following new members.
Verne Taylor:- Locost Taupo (ph (07) 374-8590)
E-Mail: [email protected]
Verne is yet another member that has stumbled across the Locost car and is determined
to build one.
Garth Hickling:- RM7 Wellington (ph 478-6677)
E-Mail: [email protected]
Garth came across this kit stashed on a wharf in Singapore which had been imported in
parts. As nobody was interested in it he bought it. Well it seemed a good idea at the time.
The RM7 is Lotus 7 inspired South African kit.
John Govan:- Almac TC Upper Hutt (ph 527-7560)
E-Mail: [email protected]
John has purchased an Almac TC originally built by Brian Stafford in Stokes Valley and
was first registered in 1990. Built using a Triumph Herald as the donor the car still runs
quite well and will be used regularly by John.
Tom Taylor:- Mistral Balclutha (ph (03) 418-2488)
E-Mail: [email protected]
Tom is another South Islander who has recently joined the club. He bought his Mistral
"sight unseen" from HAS. Auctions in Christchurch four years ago. His motivation for
buying was a Mistral that he had seen back in 1970 when he was still at school. He bought
this one because it was registered, certified and had a new W.O.F. When it arrived it was
fortunately in good condition and once a few bugs had been ironed out it has become an
everyday car. With a 5.0 litre V8 in it speed is not an issue.
Craig Harris:- REL Lotus Lower Hutt (ph 021 285-2021)
E-Mail: [email protected]
Craig has bought a car originally built by Dave Robertson in Invercargill and is powered by
a 4AGE engine attached to a T50 gear box.
Brake & Chassis
specialists
Drive Shaft
balanCing
Custom-made
radiators &repairs
Exhausts
Steering systems
Custom-made Parts
Alloy & Steel
Welding
Profile
28
PHONE 676 652
172 Eastern Hutt Rd.
Engine &
gearbox
conversions
for all mechanical engineering
29
The Charter of the Constructors Car Club
1)
2)
(Meeting oflike minded people)
To provide the facilities where people
interested in the construction and use
of Low Volume Vehicles may meet
on a regular basis. i.e. monthly.
To build up a pool of knowledge and
resources for the betterment of the
club and its members
5)
(To provide a forum for ideas and
practicalities in design)
To provide a forum where ideas and
their practicalities can be discussed
and adapted to conform with the
current regulations and guidelines.
To encourage the design of vehicles
that continue to expand on methods of
construction, not to place any limits
on the imagination of the designer/
6)
builder.
3)
(To ensure that any vehicle built is
safe in operational requirements
before the start of construction)
To provide for the use of members a
set of guidelines and a method of
examining vehicles both during their
design and construction to comply
with the regulations and guidelines.
4)
30
7)
(To meet regularly and invite speakers
along to discuss and lecture on any
items of interest to members.)
To invite guest speakers along to club
nights to discuss all aspects of vehicle .
design and building, to include trades
people to share their product
knowledge with the members, and
prominent persons to tell us about
their experiences in the world of
motoring and allied interests.
8)
To communicate via Email and our
Website
9)
(To liase with other organisations
locally and overseas)
To participate in associations within
New Zealand comprising of groups
that have an interest in low volume
vehicles.
(Where practical to make available all
possible facilities, materials and
expertise at minimum cost, including
computer services)
To communicate with other interested
parties, both at home and abroad, in
pursuit of furthering the interests of
the members of the club.
To arrange wherever possible trade or
better discounts for club members.
10) (To provide an annual social event as
a get-together)
(To have outings with families and
friends.)
To organise club trips that encourage
the participation of family and
friends, these should include social
functions such as picnics, and
competitive outings like rallies, trials,
motorkhana's and track days.
(To assist would be builders where
possible)
To provide a help line for builders
during construction of their vehicles,
to encourage those with expertise to
share both their knowledge and skills
for the benefit of other members.
To produce a monthly Club Magazine
to communicate with the members,
and encourage members to use this
device to inform other members of
their experiences in the construction
of their own vehicles, to advertise for
items surplus to needs, or items
required by themselves.
(To provide regular communication
between members in the form of some
publication by the club. i.e. magazine)
To hold an end of year social event
for the members, partners and friends
of the club.
To promote the conscientious and law
abiding operation of motor vehicles
11) (To provide track and testing facilities
on a regular basis)
To build toward providing track and
testing facilities for both completed
vehicles, part built vehicles and
component parts.
12) (To pUblicise our cars and club to
encourage others to take up the
hobby)
To take every opportunity to
publicise both our cars and our
hobby, and encourage others to
participate also.
To take part in displays and shows, to
offer our vehicles in the support of
charities in their fund raising
activities and to act at all times in a
manner that will not bring the club or
its members into disrepute.
13) (To organise an annual show)
To move toward holding an annual
show for Low Volume Vehicles in
conjunction with other like minded
groups.
14) (To help with the certification of
vehicles and liase with the
appropriate Transport Authority)
(a) To maintain an association with
other Low Volume Vehicle groups
and liase with the appropriate
Transport Authority on the
creation and application that will
govern or control the legal road
use of vehicles, particularly as it
applies to the vehicles of interest
to our club members.
(b) To nominate, appoint and train
members of the Constructors Car
Club to act as Low Volume
Vehicle Certifiers and scrutineers
31
under the prevailing legislation
and policies.
(c) To form a technical sub
committee of club members
including the members acting as
Low Volume Vehicle Certifiers
and scrutineers for the club along
with others who will participate in
and support these activities,
where one of the functions of the
technical sub committee will be to
ensure that new legislation and
policies are known and publicised
to club members.
15) (To ensure that certification costs are
kept to a minimum)
(a) To promote the use of the skills
of club members for the
assistance of other club
members, but reimbursing
those members providing
assistance for all out of pocket
expenses.
(b) To foster and maintain the
skills and authorisations within
the club to certify club
member's vehicles.
(c) To lobby the interests of the
club members with decision
makers and policy makers to
minimise the necessary costs
associated with vehicle
certification.
Bruce McLaren Trust
www.brucemclaren.com
(juaraians anapromoters of 'J{g.w Zeafana's :Motorsport j{istorg ana :Heritage
membership
095228224
[email protected]
PO Box 109050 Newmarket
Auckland
New M8 Merchandise range
Office & display rooms open at 590
Road, Remuera, Auckland
Mon to Frid 10am - 4 pm
32
The Toyota 1 UZFE 'Lexus'
va - Part 2
Phil Bradshaw
Cooling System
In stock form the LS400 utilises a two-row
radiator with a core size of 400 x 780 mm. Apart
from being a little hard to get hold of, they are
also an awkward size for most transplants. We
have been using radiators from early to mid
80s turbo diesel Pajeros and the odd Isuzu
Trooper. These are a good fit in Hiluxes and
Surfs (the Isuzu radiator is slightly taller and
fouls some later model bonnet lines). These
work fine for normal road use, but are
inadequate for serious off-roading.
Fitting the under bumper valence panel off a
surf onto a Hilux significantly improves cooling
as it deflects air into the radiator as opposed
to under the vehicle.
The V8 water pump is driven off the cam belt
and is generally very reliable - we had one
fail, but it is the only one the engine importer
had ever heard of. I would not normally bother
to change the pump unless it appeared stiff or
worn when changing the cam belt.
Some engines (LS400 and I think some
Soarers) run a computer controlled variable
speed hydraulic fan. I wired up one of these
set ups into a 4WD and it worked very
effectively. It basically senses radiator
temperature and varies fan speed accordingly.
The fan is attached to the radiator. The system
can be set up to run, and is very effective
provided you have all the parts - pump, fan
ECU, fan, oil cooler, lines, solenoid valve and
radiator temperature sensor.
If you do not use this system you need to either
remove the on engine pump unit completely
or gut it and fit some bearings, as it will
otherwise seize. The good news is that if you
do not run aircon you can remove both units
and fit a shorter belt. The bad news is the unit
is otherwise required as an idler for the fUIIlength belt.
The Crown uses a thematic fan, but as it is
fitted to an idler that runs on the reverse side
of the belt the fan rotates backwards. They are
prone to breakage when the engines are
stacked in containers for delivery to NZ, and
the reverse blade pitch severely limits the use
of fans from another vehicle.
Most of the installations we have done require
the use of electric fans due to the lack of space
in the engine bay following the shoehorning of
the V8 into where a 4 cylinder one sat. My
advice is to run the biggest diameter fan you
can fit (we often run two) and go for multi-blade,
as they tend to move more air than 4 blade
designs. I suspect one of the major reasons
the VB can have a cooling problem in Hiluxes
and Surfs is that the engine quite literally fills
the entire engine bay, presenting a virtually
solid, flat wall less than 50 mm behind the
radiator that blocks almost all airflow out of the
engine bay to boot. I hark back to an article I
read years ago that said most cooling problems
were due more to the inability to get hot air out
of the engine bay than cool air in ...
Air Conditioning
All engines come with an air conditioning pump
mounted low on the left hand side. There are
some variations in compressor, but most have
variable output. We have only done one
transplant into a vehicle with air conditioning,
and they merely had the V8 compressor
plumbed into their original vehicle system. They
had the compressor running at low output only,
as it was more than enough for the twin cab
ute. Be warned that generally the space the
air conditioning condenser sits becomes
snaffled for radiator cooling fans; fitting aircon
can be a major challenge from a space
perspective.
Stock Cars
The VB is very popular among the stock car
fraternity, who run them carburetted due to their
class rules - so if you need any peripheral bits,
try chasing up your local stock car club.
33
Costs
Costs can vary markedly, but in general
anything under $1 000 for a long engine is good.
I typically pay $900 for a complete engine and
trans without ECU etc, but that is through a
friend who calls in favours on my behalf.
Anything under $1500 for a computer, ECU,
Engine etc is also good. I managed to get one
recently without transmission for $1150
inclusive, but their normal price is $1350. This
particular engine is mechanically sound, but
cosmetically slightly damaged. All these prices
are from engine importers - private sales can
vary significantly. ECUs and Air Flow Meters
typically cost $200-250 each, and igniters can
easily go for $50 each, hence the value in
getting everything at once. I would not pay more
than $2000 for an engine/trans combo, and for
that money it would have to be complete , uncut
and very tidy.
Most have the loom cut at the firewall, and
many have the air flow meter and igniter loom
snipped also. Transmissions tend to be thrown
in for free; in Australia you have to pay an extra
$150 to not get a trans! I tend to accumulate
them and then give them away or dump them
if I can't sell them, which is actually quite a
bizarre state of affairs.
The most important thing I can say about cost
is to fully appreCiate that the engine is by far
the cheap bit - making it fit is what gets
expensive. We work on a simple drive in-drive
out conversion of a Hilux costing in the vicinity.
of $8000. Effectively there is roughly $4K in
bits and $4K in labour - it tends to take Jono 2
solid weeks to do a conversion. The following
table of minimums shows why:
Cos t
Item
Eng in e com pie te with AFM, EC
U,
Igniters etc
$1500
Wiring
$1000
New m andrei bent high perform ance exhaust system (b ut using Fa c to ry
He a d e rs)
$1000
Modified F ue I S ys te m , P um p and Lin e s
C us to m Engine/Gearbox Mounts includ ing
Cooling S ys te m includ ing
Oil F i Ite r re mote
m
0 U
Fan s
and
$500
minorsump
modifications
he a te reo nne c ti 0 n
Con v e rs jon to manual transm ission with billet flywheel and HD c lutc h
(not includ ing gearbox)
Drive
re 10 ca tic n
$140
$ 1 200
$ 1 00
s haft Mod i fi c a ti 0 ns
M isc Ite m s (A F M H 0 s e , Air
$400
$600
nt
Oil, Oil Filter, Antifreeze, Trans Flu id etc
Hand b ra ke
$400
$250
F
i Ite r, IS C ho s e, fitting s)
$350
Power Steering H 0 s e s
$250
New Platinum Spa rk p lu g s
$120
Accelerator C able/m odifications
$100
C e rtifica tio n
$300
To ta I
34
$ 8 210
Note that this does not allow for a LSD if not
already fitted, brake pad or system upgrades,
replacement of clutch master or slave cylinder.
It also assumes that items such as flexible
engine and gearbox mounts are reusable. The
exhaust system is custom fabricated from
mandrel bends. To be realistic, if you budget
$10K, you should have change.
What to Look For
Generally the V8 is indestructible provided it
has not run out of oil or been cooked. A simple
check is to remove the oil filler cap and check
the colour of the inside of the cam cover and
look for any build up. Most of the engines I
have looked at have actually been very clean
with a light honey colour and an absence of
black varnish. I also give the oil filler a quick
sniff to see if the oil smells burnt. Likewise
check the engine and transmission dipsticks
for oil colour and smell. The trans is also a good
indicator of engine health - the one engine we
had that was rattly and a bit smoky was very
black internally and the oil smelled bad, as did
the trans. The importer subsequently replaced
it.
The vast majority have been in good condition
internally and have run very well. Look to make
sure it is complete, including alternator, aircon
pump, dipstick etc with no broken covers or
missing bits (otherwise see if you can drive the
price down). Various bits of trim can get broken
in transit, especially if it has been just thrown
into a container with a lot of others. If you get
lucky you can choose from more than one
engine. Check for sump dents and damage,
and make sure you get a bell housing - many
are sold without the trans but with the bell
housing.
used a Commodore V8 as a comparison as
the Ford items are way less common):
The 1 UZ debuted in 1989.
It made 200 kW back then (now, when
did the 215 kW Commodore debut?).
It displaces 4 litres (I seem to recall the
215kW was 5.8Iitres).
It was sold new in cars costing over
$160,000 (the extra money over a V8
Commodore had to go somewhere.
Hmm, just maybe some went into engine
design?!).
It has 6 bolt mains.
It is all alloy construction.
If you don't cook it or run it out of oil you
pretty much can't kill it - apparently they
will rev to 9000 rpm from the factory if
the EFI system let them).
BMW copied a lot of the design features
for their V8.
You can buy the long motor for under a
grand.
Jono's 4WD Hilux weights 1560 kg and
does a y.. mile in 15.2 seconds on mud
tyres with a lot of wheel spin. He has
subsequently replaced the water
temperature sensor and picked up some
reasonable power too.
To quote Ferris Bueller: "If you have the means,
I strongly recommend buying one".
A parting shot on perspective
I freely admit to being very Toyota biased, but
with good reason (I believe). V8s tend to
become a very emotive subject, particularly
among those who prefer iron-blocked pushrod
offerings from Uncle Sam or the Land of Oz.
These people often tend to look at things
Japanese from a very derogatory perspective.
Whilst I fully support everyone's right to an
opinion, here is a parting perspective (I have
35
r----
11
A
A
A
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
C
C
C
C
C
C
C
C
C
C
36
WAos WAo· SoptOHtOOt 200ft
* denotes Committee member # denotes Technical Committee member
Name
Partner
Ph Home
Trevor Alvey
Salley
(06) 364-2482
Ewart Anderson Vicki
388-2929
Tony Anderson
Lisa
476-49995
Michael AndersonChantel Jones (09) 473-3459
Daniel Atkinson Fiona
973-4449
Steve Barber
Sally
(07) 827-6844
Grant Barrell
0272334864
Simon Bartlett
479-6707
Gavin Bateman
477-0880
John Bauer
Cushla
(07) 307 2339
Neville Baxter
564-2285
David Beazer
Michelle
566-6209
John Bell
Nancy
567-1686
Edith
Geoffrey Bell
(07) 552 5281
David Bertelsen Elaine
232-3309
Albert Bossward
479-1644
Mike Boven #
Heather
(04) 902-4746
Phil Bradshaw
Joanne Ross (09) 420-4976
Roger Bramley
Lyn
232-6901
Dave Bray
Sandra
233-9927
Jeremy Bray
Caroline Duggan 475-5542
Ross Bridson
Stephanie
(04) 904-3385
Chris Bromley
Val
(07) 576-0559
Pete Bronlund
(09) 412-7288
Graham Brown Wendy
(04) 298-2472
Peter Brown
Anne
939-0287
Barrie Browne
(07) 308-5025
Richard Buchanan Jenny
(06) 354-0033
Terry Buffery
Jo
380-0104
Murray Bugler
Barbara
(03) 578-3147
Kim Bulwer
Lynn
566-2800
Gus Burke
Kathy
(03) 349 9207
Craig Burleigh
Sharon
06139744-7901
Steven Chappell
(09) 534 1988
Noel Cheetham Carol
(06) 356-5014
Allan Cheriton
Denise
4786103
Daryl Christiansen
(06) 344 3776
Peter Clapham
(06) 345-9559
Dave Clout*#
477-4356
Doug Cockerell Odette
(03) 329-6445
Glen Collins #
Therese
934-3215
Chris Collins
473-0252
Stewart Collinson Anne Nicholas 976-8594
Ph Work
(06) 364-2482
939-2100
471-4060
910-4064
(07) 827-7821
498-0060
0272468948
(07) 306 9152
931-3517
939-2222
567-1686
0274441115
(021) 611-408
498-3000
(027) 531-2795
025421-968
498-1342
237-0767
495-6984
(07) 578 0479
(09) 377-0006
025261-9434
(06) 350-5577
916-3380
025460222
(03) 349 4413
(06) 326-8043
(06) 344 3068
(06) 345-9559
924-9033
(03) 328-8105
0274173443
Car Name
Morris Extreme
Anderson Special
DRB Cobra
Marlin Cabrio
T Bucket
Ford Escort Special
Several
Almac ClubSprint
Trivelos
Lotus 7 S4
TRI-VIAI 3x2
Mcrae 550 Spyder
Cobra/Chevron
Roadster
AlmacTC
Leitch Super Sprint
Fraser Clubman
356 and XK120 Replica
VW Beetle
Morgan Plus 8 Replica
Lotus 7 Replica
Almac Sabre
Milano Special
Countess
Piranha
NB4 Replica '32 Ford V8
Locost
Fraser
Daytona Cobra Replica
Diablo Replica
Heron XR1
Swallow
Locost7
Sylva Striker
Lynx
Leitch Sprint
Moss Malvern
Jeep
One Seater
Porsche RS60 replica
526-7976
C Matthew Cooley*
Lynette
Darryl
Cooley*
973-7698
C
9386371
C Rohan Cooper
Deirdre
(06) 870-6902
C Peter Cottier
Robyn
234-8204
C Peter Crow
Lyn
972-7674
C Bob Cumming
476-2822
C John Cumming # Derryn
564-1525
D Barry Dawe
027437-1738
D Philip Derby#
Roslyn
(06) 323-4477
D Paul Dickons
Margaret Urlich 528-7552
D Hilton Doherty
Glenis
569-5738
D Jim Doherty
(07) 578-1221
Jackie
E Peter East
gilly
021 27505770
E Owen English
Liz
938-3170
F Rolf Feinson
(06) 323-1968
F Robin Fellingham
563-8008
Barbara
F Don Flowers
(03) 384-2859
Gwytha
F Russell France
Christine
F Neil Fraser
(04) 298-1784
Carole
F Dave Frost
Toni Frow-Patch 586-5050
F Dave Frow
971-8144
F Peter Fulton-Bevers Sharon
Jeanette
(06) 363-7871
G Ken Gee
Annette
527-7560
G John Govan
Anne
239-9369
G Ken Grace
(03) 230-4662
G Russell Graham Alison
(03) 465-8318
G Ishmael Grimwood
232-2433
G David Gundersen Jess
Margaret
970-6462
H Jack Hadley
Sylvia
970-4028
H Derrick Halford
021-120-9453
H Warren Hall
977-8417
H Brian Hanaray * Bonnie
562-7430
H David Hanson
476-2938
H Wendy Harding *
977-5709
H Dave Harding-Shaw
Jacqui
H Antony Hargreaves
H Patrick Harlow * Heather
565-0993
H Guy Harper
Joy
570-1257
H Bede Harris
Joanne
478-4453
H Leicester Harris Betty Turner (09) 437-5982
H Craig Harris
027285-2021
H Garth Hickling
Julie
478-6677
H John Hill
Vivienne
383-6377
(03) 572-7570
H Steve Hill
Jo
H Geoff Hinton
(06) 377-5734
Carol
H Roy Hoare#
Eleanor
564-5978
H Jonathan Hogg Jill
(06) 353 6025
H Warren Horne
027415-7215
0275922820
564-3441
9390911
(06) 831-0751
021 611-635
025-222-6817
462-8619
920-2418
568-6213
914-2823
02136-9995
(07) 577-6110
Saker SV-1
Chevron
Jaguar Special
AlmacTG
Fraser 7
Saker SV1
Ute
Chevron
Fraser Clubman
U/2 Maliock
Almac Club Sprint
Dax TOjeriro
021 421-270
(06) 323-0202
939-6196
Lotus 7 Replica
Tover
Mercedes 500K Replica
(09) 482-0071
Fraser 7
0299029755
Almac427SC
Lotus 23 Replica
(027) 443-0765
528-6227
Sunbeam talbot/Daimler
(06) 363-8169
Lotus 7??
AlmacTC
527-7560
Lotus Elan + 2
027-477-7681
GRD06
0211301582
Taipan
802-2219
Walkingshaw Commodore
025-305122
Special
498-4643
Almac Sabre/DH002
385-9966
382-4630
238-1364
801-5225
528-2382
567-8721
566-3396
499-3546
(09) 437-5982
499-7117
939-3263
Lotus 7 Replica
Lotus 7 Replica
Lotus 7 Replica
4WD
569-3485
Almac Sabre
Locost
Saker SV1R
Redline Clubman Sprint
REL Lotus
RM7
JC Midge
(06) 378-2990
Almac427SC
568-6213
Heron/Urba Car/AlmacTG
(06) 350 1000
Almac ClubSprint
027415-7215
F/27
37
y---H
H
H
H
H
J
J
J
K
K
K
K
K
K
K
K
K
K
L
L
L
L
L
L
L
L
L
L
L
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
38
Barbara
389-6121
Alan Hoverd
Ian Howie
Jane
973-8750
Joy
Kevin Hunt
(09) 411-8383
Tim Hutchinson #
237-6193
526-8010
Brian Hutchison Margaret
Chris
Nik James
526-2584
Ann
(07) 883-5705
Brian Jenkins
AJ Jones
388-9090
Chris Kane
565-3840
(03) 313-8128
Martin Kavanagh Patricia
Meredith
Richard Kelly
972 1157
Biddi
Michael Kerr
569-4886
Murray Kilpatrick Julie
239-9951
Andrea
Peter Kimber
(07) 829-5486
Brian King
Chris
(09) 266-4289
(04) 905-6565
Brendon King
Francis Kirkham Joyce
(06) 378-8658
Carl Klitscher
934-2916
Simon Labone
3846573
Stephen Lawson Lynda Manning (07) 577-9104
Alan Leach
Lisa
Gerald Lee
977-9994
John Lewis
Clare
(04) 293-3044
Dwayne Lewis
526-3133
Megan
Jon Loar *
934-2267
Tony Love
Sheila
568-3462
Andy Lovell
Anne
(04) 364 3141
Kate
Ron Lowe
388-6971
Lyn
Sam Lyle
(06) 867-2082
(04) 298-8267
George MacDonald
Paul MacKay
234-1190
Ian Macrae
Marie
563-7222
Mike Macready # Tessa
(04) 904-6532
Grant Major*#
976-6905
John Mander
Vicki
973-9951
Ray Marryatt
Heather
972-2324
Tony Martin
Tess
477-6222
Ross Martindale
Ken McAdam # Shelley
237-7878
Harold McCarthy Karen
NA
Keith McDonald Lauren
(03) 488-6343
Alex McDonald
Diana
970-8225
John McGregor Rosemary
(03) 351-7668
Jack Mcintyre
Donna
(03) 208-6352
Amanda McLaren Stephen Donnell 527-6866
Joy
476-4313
Rod McLeod*
(07) 843-7512
Geoff McMillan
Jill
528-3406
Brenda
Robert Milne
463-5579
472-6881
(09) 411-8723
Morris Minor Traveller
Porsche RSK Replica
Redline Sprint RS
"Heron, Lotus 7 Replica"
471-4060
Chevron Classic
237-1877
Lotus 7 Replica
(07) 883-5705
Almac Sabre
802-8629
1/2 Motor
238-1372
Alfa Sprint QV6
(03) 374-7128
McGregor 7
801-8797
Lotus 7 Replica
471-5512
SB Veloce
237-6146
Pirahina
Ferrari 204SP
(021) 888471
Alfriston Jaguar SpL
021300100
2.7 RS Carrera Replica
(06) 370-0400
F7
576-5892
Sphinx
4990828
Almac427SC
(07) 533-2358
Eclipse Mk2
(021) 293-3657
Formula 33
Lexus Concept
F2
470-8216
920-2527
(04) 902-5596
388-0427
(06) 867-6233
(025) 261-0761
801-6362
563-7222
(04) 297-1736
477-0000
'34 Ford
Almac ClubSprint
'T' Car
Almac Sabre
S.L. Mk3
Pontiac Firebird
Fraser
Widget&Fidget
Lotus 7 Replica
??
Napier Ruxton GT
0800-424-274
801-2039
570-6039
(06) 376-5632
0272806200
528-8680
(03) 388-3838
(03) 208-6352
586-4544
(025) 738-437
021 439-228
Lotus 7 Replica
4x4
JBA Falcon
??
Almac Sabre
Lotus 7 Replica
Daytona Coupe
Tachos Falcon
P
P
P
P
P
P
P
P
P
P
P
P
P
Q
R
R
R
R
R
R
R
R
R
S
S
John Mines
388-2695
Ruth
970-7842
Bill Moffat
(06) 356-8777
Anthony Moult #
Glenn Murray
Judy
973-0521
Paul Needham
Michelle
479-2707
(09) 235-0500
Robert Needham Elaine
Janet
234-7153
David Nixon
Vic
569-7972
Brian Nobbs
(03) 962-7442
Russ Noble
Roger O'Brien # Heather
528-8144
Chris O'Connor Donna
(06) 836-7334
(04) 902-0171
Geoff Orchard
Christine
232-5767
Andy Osborne
(06) 377-3353
Bernice
Frank Parker
Rhonda
475-7589
Julian Parsons
Tony Patmore
Lorraine
565-3551
+61 262538227
Sandi
David Pattie
Aven
569-7044
Ken Pecor
479-8645
Katherine
Tony Pepperell
Bernice Climo (03) 3227120
Dwayne Percy
(03) 327-9362
Carol
Kit Peverill
Bill Pinkham
Kerry
938-3407
Roger Price
Joan
389-3941
577-3013
Ian Price
Deanne
586-6137
Alan Price #
(09) 298-2774
Stephanie
Larry Price
Val
(03) 9812403
Tony Quinn
Dave Ramsey
560-3611
Shirley
389-4910
Lester Reader
(04) 904-7781
Kevin Richards # Gaye
233-1445
Brian Robinson Janet
(06) 356-3076
Grant Robinson Chris
526-3310
Kenneth Rogers * Margaret
Barry Rosser
(06) 357-5640
Sue
477-6007
David Rowe
Dennis Rowe
801-5890
Jennie
David Saxby
Lorraine
972-1824
Rob Schrickel
(09) 521-5667
S
S
S
S
S
S
S
S
S
Bary Scott
Leon Smith
Nick Sparrow
Simon Sparrow
Mark Stacey
John Steiner
Garth Stevenson
Alan Stott *
Steve Strain *
M
M
M
M
N
N
N
N
N
0
0
0
0
Christine
Lisa
(06) 364-3909
233-2286
8019877
Pav
Frances
Viv
Pamela
Carole
(09) 837-6201
2355188
(06) 347-2565
528-7203
479-3038
380-9395
(06) 351-3610
021366-401
494-1859
(09) 235-0500
232-8080
566-4515
(03) 384-9023
528-8144
(06) 870-9106
(04) 298-3380
(025) 727-281
(06) 377-3353
472-4587
+61262171842
384-4230
232-8080
0212285541
(03) 388-1765
472-7987
389-3941
570-3577
920-2434
(09) 256-3547
(03) 338-6288
562-7080
389-4910
237-8279
(06) 355-4550
528-5873
025418081
494-1373
801-5890
570-3232
(09) 634-9035
(025) 476-696
914-5454
(09) 837-6202
025216-1171
479-3039
F2 sports Racing
Gulf7
Locost
DeJoux Gran Turismo
Tornado
GT40/Mini Moke
Macrae Special
Triumph TR7
MacGregor 7/Locost
Lamborghini Replica
AlmacTG
Fraser 7
Chevron Classic
Chevron
Lotus 7 Replica
AlmacTG
Beattie Clubman
Daimler SP250
Sabre/Sherman
D Type Replica
Countach
Nissan Skyline GTR
lotus Elan +2
AlmacTG
Lotus 7 Replica
SS100
Swallow
Monkie
"Manx Buggy, 356
Speedster"
Aristocat XK140
Chevron
Karmann Ghia(VW)
Amero1 and 2
Chevron Classic
Locost
Aiken SS100
Lancia Stratos
39
Replica
Adele
(03) 312-0412
S Ron Stroud
S Craig Summers Carina Tye (07) 884-8642
S Ron Sutherland Francie
(07) 362-4633
(06) 836-7276
S Jason Symons
T Gary Tattle
568-3427
568-3427
T Sam Tattle
Chris
T Tom Taylor
(03) 418-2488
Katherine
T Mark Taylor
563-7913
T Christopher Teesdale Shona
(07) 8544060
T Lance Thomson
564-2535
478-7587
T John Thomson
Donna
T Neil Tunnicliffe
232-7944
T Bruce Turnbull
Jane
(06) 329-2923
Lorraine
T Marvin Turton
564-5750
970-6110
U George Ulyate
Christine
V Verne Taylor
(07) 374-8590
V Edgar Vandendungen Ann
562-8913
W Lesley Walker
232-3654
(09) 818-2568
Johanna
W John Ward
479-9414
W Andrew Weeks Jill
233-1867
W Andrew Wellum Sheryl
233-1867
W SimonWelium
June
(04) 297-1062
W Rob West #
W John Whittaker Sam
(03) 312-0092
Jenny
(04) 297 3329
W John Wilson
W Brendon Wilson Adele
233-9286
(09) 271-2604
W Walter Wing
(06) 835-4607
Juliet
W Martin Wood
(06) 323-0922
W Paul Woodfield Vicki
W Brian Worboys *# Sireena
476-3799
W Justin Wright
Kali Barton-Wright 972-1566
W Bernard Wright Betty
021-2704471
Vicki
Y Colin Young
234-8080
(07) 887-71207
McRae 550 Spyder
Purvis/Scopionx2
Cougar
(06) 835-5844
0274-575-706
??
027-272-2034
??
(03) 418-0203
Mistral
496-2680
MG Midget
021663-776
RDWasp
025 226-5920 McLaren M6GTR Replica
021634-622 "Lotus 7A, Mach 7 Tomcat"
232-7994
Locost
(06) 329-2923
Saker SV-1
568-2148
Riley Elf Mini
Monoposto
(07) 885-6605
Locost
568-6007
Trivolous
495-0493
Electric Mazda
(09) 818-4090
CR2
021187-2412
Fraser Clubman
0274264648
"West 42, Almac TG"
568-1875
(03) 257-0816
Ferrari Replica
027 440-0436
Sylva Striker Mk 4
(09) 274-8911
Toyota 4AGE
Taipan
(06) 350-2200
Saker SV-1
471-7191
Road Rat
569-6076
Almac427SC
Jaguar Mk2
496-3308
Chevron
YOKOHAMA - FALKEN - TOYO - BRIDGESTONE - UNIROYAL
•
•
•
•
•
•
•
•
Alloy Wheels, Tyres
Full range of accessories
Spoilers, bodykits, seats, etc
Race suits, gloves,boots, etc
Servicing, repairs
Suspension, exhausts
Brakes, brake upgrades
Momo steering wheels & accessories
303 Willis Street, Wellington Ph (04) 801 5140 - Fax (04) 801 6665
E-mail: [email protected]
Website: http://www.maclennanperformance.com
40