spare parts - Constructors Car Club

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SPARE PARTS
The Magazine of the Constructors Car Club (Inc)
June 2002
http://www.constructorscarclub.org.nz
Trials P. 17
Stratos P. 10
On the Cover:
303 Willis Street, Wellington - Ph: (04) 801 5140 - Fax: (04) 801 6665
E-mail: [email protected]
Website: http://VWvW,maciennanperformance.com
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Alloy Wheels, Tyres
Full range of Accessories
Spoilers, Bodykits, Seats Etc
Race Suits, Gloves, Boots Etc
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Servicing, Repairs
Suspension, Exhausts
Brakes, Brake Upgrades
Momo Steering Wheels & Accessories
Ross Bridson's
Morgan - P 40,
The Magazine of the
Constructors Car Club Inc
June 2002
Issue 5 Volume 15
Club Officials
In This Issue
President:
Jon Loar
Secretary:
Dave Clout
Club Captain:
Brian Worboys
Treasurer:
Steve Strain
Club Meetings
The Constructors Car Club Inc meets at
7.30pm on the second Tuesday of each month
at The Vintage Car Club, 3 Halford Place,
Petone (Eastern end of Jackson Street).
Prospective members or others interested in
building their own cars are welcome to attend.
(The club does request a donation of $2
towards running the meeting.) Meetings
generally include a guest speaker or
demonstration followed by general discussion
and supper.
The Club Magazine "Spare Parts" is produced
monthly from February to December each
year. Contributions and advertisements are
welcomed. Contact the Editor on Phone
(04) 4796370.
Editor
Ron Stroud
Phone: (04) 479 6370
e-mail:
[email protected]
Opinions expressed in this
magazine are not
necessarily those of the
Constructors Car Club
(Inc).
Coming Events ............................................... ..
For Sale
.................................................... .
Meeting Minutes May 2002 ............................ .
President's Report .......................................... ..
MSNZ meets its challengers .......................... ..
Stratos
Garage Tour report ........................................ ..
Constructor in Waiting .................................. ..
From the Bridge .............................................. .
"How's that car coming along Dave?" .......... .
Show Report ................................................... ..
Quiz Cars .................................................... .
Nuts and Bolts ................................................. .
New Members ................................................. ..
Mystery Car ................................................... ..
"The Spectator" ............................................. ..
Ankle Biter's Column ..................................... .
The Wordfrom Oz ........................................... .
Forty years on ................................................ ..
Confessions of a first time car builder ........... .
Morgan Progress ........................................... ..
The Expert strikes again ................................ ..
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2
3
6
7
10
12
15
17
19
22
25
26
27
28
31
32
33
35
36
40
41
Club Correspondence to: Typesetting, graphics
The Secretary
Constructors Car Club
Box 45-064
Epuni, Lower Hutt
and printing by:
NSServices
Silverstream, Upper Hutt
Ph 81. Fax: (04) 970-5036
e-mail:[email protected]
Coming Events
Meeting Minutes 14 May 2002
Tues 11 June - Club Night
Thurs 20 June - Visit to Repco
An unusual night. John Wilson, a very early club
member who recently returned to the Hutt area,
has organised a film-slide-video (I'm not sure
which) show covering New Zealand home built
cars. It sounds intriguing, and knowing John, it
will be good. A 'must be there' night.
Details to come.
July
Car for the evening is a Ferrari replica. You
don't see many of these about.
August
Dinner
Captain)
Go Kart Racing.
Details re suitable night to be discussed with
membership at June club night.
3 & 4 Car Show and Annual
lower Hutt Town Hall
Tues 9 July - Club Night
Dave Frost will be along with his Cobra to tell
us all about it and his experiances during
construction .. Its a cold time of the year to bring
out an open car all the way from Waikanae, but
Dave's a tough lad. Here's hoping for a fine
night.
Acting President: Brian Worboys (Club
Next Committee Meeting
Dave Clout's place
3 Dominica Cr.
Grenada (not Johnsonville!!!)
Secretary: Dave Clout
Brian started with a rambling introduction until
the secretary called "point of order" and said
that Brian could have his say at the appropriate
times in the meeting. But undeterred, Brian
ploughed right on saying he might not get a
chance later on in the meeting.
Apologies:
Brian Robinson, Bernard Wright, Robert Milne,
Ian Macrae, Graham Brown.
Visitors:
Jason, came with Brian? to see if he likes the
club
Shots from recent garage tour - see page 12
Andrew Fox - has a Buckler, knows some
members.
Gavin Bateman - manufactures 3 piece wheels
(and is also into Sports Car racing).
Nathan H ..... - about to build a Cobra
Andrew Weeks - building a Jaguar
but this number should increase as members
remember to pay their subs. Steve asked if there
were any scrut cheques owing or
reimbursements?
Inward Correspondence:
letter!pamphlet from The Pointon Collection,
Wairarapa.
Membership Re-newal and info from the Bruce
Mclaren Trust
letter!pamphlet from Te Kowhai Reception
lounge, levin
Forwarded email from Dave Bray - invitation to
join free internet listing site for motoring type
clubs (since done).
Mequiar's annual award nomination form!
advertising bumph
letter from Transpress, publishers & distributors
- new motoring books
Cheque from Maclennan
Performance Centre
Automotive
Thousands of membership re-newals .... well
quite a few anyway.
Richard Maclean - an Aussie who is visiting.
Kim? - into motorbikes, wants another toy.
Out of Towners:
Garth Stevenson, can't remember whether
Anthony was there, could have been.
Ross Bridson s Morgan Replica
lWo angles on
Dave Bray ~ XKi20 replica
Previous Minutes:
The minutes are in the magazine - taken as
read. Dave Frost proposed that the minutes be
accepted, someone must have seconded it and
the meeting accepted them . .This was most
irregular and not in the minutes the secretary
had before him.
Treasurers Report:
Dave Brays 356 replica
2
Steve had nothing to report. Business as usual.
Steve reminded members that subs are now
due. There are now about 100 paid up members
Periodicals:
NZ Petrolhead Vol. 5, No.4 April 15,2002
Motoring News - Wellington Car Club May issue,
2002.
American Iron - Early American Car Club April
& May issues, 2002.
Bruce Mclaren Trust newsletter issue 18, April!
May 2002.
Outgoing Correspondence:
Patrick's usual replies to new member enquiries.
Annual letter to Ministry of Economic
Development, minutes AGM & finances.
Fax Corporate Consumables - set up an account
for Patrick's inkjet cartridges.
3
Past Events:
Sunday 14 April - Grass Motorkhana. Another
very successful event with members leaving
happy. There were 29 participants. Brian
commented that this might well become the
"Dave Clout Memorial" Grass Motorkhana since
he had been organising them for so long. Dave
replied, sorry Brian, flattery won't get you
anywhere, there is no guarantee he would do
the next one. Brian then said that he is keen for
more members to organise events - any
volunteers?
storage space for their show bits and pieces
again. This problem is currently being addressed
on a temporary basiS for now.
Spare Parts (Magazine):
Ron was back on board and still working hard
at 8.20pm Monday night on final details.
Mystery Car:
Holden Torana GTR - Patrick Harlow
Holden XU1 -Ian Collins
Ugly - George (who else?)
Coming Events:
Technical Committee:
MSNZAGCM Friday/Saturday 17/18 May-John
Cumming & Dave Clout to attend as club
representatives.
Grant gave us a bit of a report. He missed the
last LVVTA meeting, they forgot to let him know
it was on. They were adamant that we were not
being ignored, it was a genuine mistake.
Sunday 19 May, Garage tour, new Club Captain
has organised.
June - President Jon is looking at organising a
visit to Almac Cars. Alex is not so keen to have
lots of people milling around his workshop but
was keen for the smaller group of garage run
participants to come along. Sorry Jon, looks like
this one will not be a goer.
Committee Business:
Normal business of running club.
Club night's speakers and vehicles are
organised out to July with plenty more ideas.
Update on finances for show and projections
for known costs. The committee has requested
a "budget" from the show committee. They have
been given a preliminary budget of $2,000 to
spend how they want without needing main
committee approval.
Patrick's inkjet cartridges came up again - DJC
was to look at getting cheaper from Corporate
Consumables.
Brian needs more space for his "shop" wares.
It was noted that a vote of thanks to Brian
Robinson and John Bell was forgotten at the
AGM - Jon was trying to breeze along. This will
be raised at the next club night. A vote of thanks
was recorded.
The LVVTA is looking at putting a lot more info
on their website. Nothing much is happening at
the moment. The Certifiers are likely to have a
peer review now and not so much the LTSA as
in the past. Technical information has come in
for the certifiers on seat belt anchorage's.
Training courses for the certifiers were coming
up in three weeks.
Build manual - no meeting this month, it is still
in the process of being put into electronic form
so members will be able to access it easier.
Any scruts? Alex McDonald, Sam Lyle's SL in
primer, ready to come down. There was another
member but I don't know his name and I didn't
catch it ... oh well.
Technical Questions:
General Business:
Car Show report - Darryl Cooley reported that
the show preparation was going like a waterfall
now (not sure whether that is good or bad). The
show committee were calling for volunteers to
help set up the show on Friday afternoon/
evening and through out the 3 days. Members
would not need to be there all the time but any
time they could give would be appreciated.
There was a reminder about the $25.00 a head
tickets for the dinner on the Saturday night.
Guest speaker will be someone from the Bruce
McLaren Trust.
MSNZ Report:
John Cumming mentioned that the AGCM was
coming up on 17/18 May and that he and the
secretary would be attending on behalf of our
club.
Shop:
Brian commented that he had heaps of stuff but
no rivets - maybe next month.
Guest Speaker:
Bede Harris, a recent new member and the
owner of tonight's vehicle.
Bede started off by pointing out the obvious as you can see it's a Saker, yellow and a bit
different. It has a lighter body and chassis since
it is to be used purely for racing. Bede started
this project by discussing his ideas with Bruce
Turnbull, the cars designer. Since it was to be
purely a race car there are also no door trims
etc. Bede commented that after seeing Bruce's
original old Ford powered car and how well it
went he thought that given a bit more power it
could really go. So about two years ago he
started to pursue his idea.
The motor chosen was a Toyota 4 litre (3998cc
to be exact) V8 as used in drag cars in Japan
where 1000hp is not uncommon. First they
removed all un-necessary engine ancillaries to
lighten the motor. He then built his own headers
with 29" long primaries. The transmission is a
Renault 25. There are lots of Earle fittings
through out the car. The wheels are Simmonds
3 piece rims, shocks are Koni's, King springs
etc. The whole car has been built around the
safety concept. Gauges are light weight and
there is a shift light so the driver doesn't have
to keep an eye on the rev counter. Mazda
provided the fuel pump. The motor is still
basically standard. Bede finished by mentioning
that the build has been a hell of a lot of fun and
that he had lots of help from others, one being
Steve who had come along tonight with Bede.
I noticed after the meeting that Bede often
turned to Steve to get him to confirm or expand
on various details in answer to the many
questions that members had. One very nice
car Bede, can't wait to see if it lives up to your
expectations on the track, and I can't see why
it shouldn't.
Guest Vehicle:
Saker SV1 R, the R being for racing.
Raffle:
Number: 26, Won by Guy Harper
Question:Are webbing belts compulsory now?
Answer: No
Buy, Sell or Swap:
These are now recorded in a separate article of
their own in the magazine, but read out at the
meeting if required.
Remember-hand or send typed, printed,
emailed etc details to the secretary, or Editor
either before or after the meeting or it won't get
forwarded to the magazine]
,For
Sale:
'Lotus 7 Replica ~ built by members Ian Macrae and Damien Bengre.
lan's spaceframe, Nissan A14 motor, DHLA Dellorto's, Cortina Uprights, Spax adjustable
shocks, Herald rack, escort axle with 4.2 diff. Bright orange and silver.
Fully certified $5500 no offers. Nik James 025 248 6981
There was a request from Dave Beazer for
4
5
PRfS1Df~rrs RfPOR~r
... JUNf 2002
After missing last month's meeting I guess this
column will be shorter than usual. As way of an
excuse I caught a dose of the dreaded lurgy
that was floating around the area and even the
lure of seeing a racing Saker in the flesh couldn't
get me out of bed. I did hear that the newly
appointed club captain was so keen that he
started the meeting all on his own, much to the
changrin of our secretary and his carefully typed
agenda. It's great to see such enthusiasm but I
doubt that Dave will let him get away with it twice.
into the conversation that I should keep some
methylated spirits to hand to remove the excess.
This proved to be very effective. So having a
twisted mind I started thinking about the cars in
our driveway which suffer from having resin
dropped on to their paintwork by the 20 metre
pine that also lives out in the driveway. To date
nothing has proved to be very effective at
removing this nasty, sticky stuff, and believe me
I've tried most things including stuff that removes
oven baked paint! So - out with the meths and
voila, success and the paintwork has remained
Seredipity - that lovely word for accidental
intact and only a re-application of polish
discovery reared it's head the other day via one
required.
of the club members who's keen on modelling.
Balsa that is, not the other kind. One of our sons In future when I'm using epoxy I'll know exactly
has had a balsa Piper model lying around the how to clean it off me and the bit's that I'm not
place for around a year and decided it would be supposed to be getting glue on. It certainly beats
a good idea if I built it as this would give me spending a couple of days peeling tiny little bits
some thing to do in the cold winter evenings! of black stuff off your hand.
So, I was talking to Ken Rogers about what kind
of glue to use to join vacuum moulded plastic to That's it for now.
balsa. Ken suggested epoxy and also just threw Jon.
MSNZ Meets it's Challengers
By John Cumming
In a grand conference room arena at the Duxton
Hotel in Wellington, Motorsport New Zealand
finally met with its challengers. The 55th Annual
General Meeting was preceded by the sounds of
much sabre rattling, although I hasten to point
out these were sabres of the cavalry kind and not
the sleek four wheeled machines from Upper Hutt.
The much promised challenge from the group of
'new era in Motorsport' clubs had been well primed
and was spearheaded by a number of remits
seeking to limit the powers of the executive, as
well as nomination of candidates to dispute the
positions of President and Vice President.
The business of the meeting opened with the
presentation of the budget and President Steven
Kennedey could scarcely believe this prompted
no debate or interjection from the floor. This did
not mean however that the challenge was dormant
but was being readied for attack on the
governance of the sport, happy to leave the
financial matters at rest for another day.
The challenge came in the volley of four remits
that sought to limit the powers of the executive by
requiring all changes to the rule book including
constitution and regulations, to be ratified at each
annual council meeting. This would essentially
remove the delegated authority of the executive
and place the power in the hands of the member
clubs. The ensuing debate was passionate,
constitutional concerns were raised and credibility
was tested. The meeting remained controlled
however and Chairman Kennedey did a thorough
job of ensuring that any person who wished to
speak got a full hearing.
AlmacCars
I[LMR:cJ
P.O. Box 40483
Nicolaus Street
ALMAC
CARS
UPPER HUTT
Tel/Fax: 04 528 8680
Contact: Alex McDonald for Brochure
6
It was far from clear that the organisation could
be structured in a way that would allow the
proposed method for decision making)o be
effective. The clubs do have the final right of veto
by submitting remits and electing MSNZ officials,
but to remove their teeth in office places another
level of decision making into the process.
Effective communication was a key thrust of the
argument, and made its point felt keenly. The
Motorsport Manual number 30 has raised the ire
of many, as when it appeared the red ink indicated
many changes that were not communicated to
those directly effected.
At the close, it was the turn of the silent majority
to speak, and so they did with a conclusive vote
of confidence in the executive. Morning tea was
a welcome lightener, and provided a chance for
off line comment.
The feeling around the tea cups was lets fix the
communication with more consultation through the
advisory commissions, but don't loose the baby
with the bath water.
Motorsport license fees are to increase by 10%
from September 1, which places the costs for a
club sport license at $50, including GST. There
was some minor resistance to this increase in
competitor cost from the floor, however it seemed
to be accepted in the spirit of user pays, as the
fees have not increased for the past 3 years,
except for the now ceased Queenstown levy.
There were a number of remits that were aimed
at reducing rules or controls and were avidly
supported by a number of clubs. These remits
included such things as requirements for
competitors to hold a valid NZ drivers license and
rules for the use of slick tyres at club events. The
argument returns to safety and the case for Motor
Sport is clear that there can be no compromise.
In the event of mishap, the finger inevitably gets
pointed directly at MSNZ, who must maintain a
defensible position by simply putting safety first.
I could not however understand the flawed
thinking behind engine capacity being used to limit
entries for temporary courses. The street race
successfully held in Dunedin limited entries to
under 3500 cc following the Queenstown enquiry.
So a turbocharged 2 litre four is OK, but you can't
run a 4.2 Jaguar? Please, lets apply a more
intelligent argument to this based on lap times,
as was suggested.
There was some concern over the requirement
to notify MSNZ of all official features of a club
event, extending to demonstration runs, and some
suggested marching girls at lunch time. It was
explained that this is purely for public liability
insurance, and was not required by the type of
non competitive club event run by the
Constructor's Club, for example the Christmas
lights tour.
7
The MSNZ club levies based on number of
members are here to stay until the issue is no
doubt raised again. The principle was that all club
members benefit in some way, and if applied over
the entire club, the cost per member is low. In the
case of the CCC, the MSNZ levy amounts to under
$2 per person per year.
on a ticket for communication and change, with
more listening and consultation with members.
The view of the clubs was decisive, with support
for Kennedy 62-12, and Te Punga 51-23. The
membership narrowly missed voting in Jane
Black, long time Wellington rally participant to the
executive. However it was pleasing to see Tony
Roberts, current Mclaren Trust trustee join the
Historic Advisory Commission.
After all remits had been put to the meeting,
business turned to election of officers. All
nominees were invited to speak for a few minutes
Although not successful, the 'new era' group had
so delegates could get a flavour of those standing
their points well made, and the MSNZ
for positions. Steven Kennedy and David Loughlin
administration must now heed the message.
were supported by opposed camps for the position
MSNZ do not claim that all the job is done, but I
of President, with Kennedy the incumbent and
did leave the day feeling reassured that we are in
Loughlin supported by the 'new era' group of
capable hands, with a passionate team committed
clubs.
simply to furthering the sport for its competitors
Similarly the incumbent Paul TePunga was in New Zealand.
opposed by Graham Robertson, a long time rally
Morrie Chandler presented to the meeting a report
proponent. The speeches to the meeting from
from Rally New Zealand, in which he was able to
Kennedy and TePunga were plain in the level of
confirm New Zealand's place retaining the
hurt felt over the personalised nature of the
international rally for some years to come with
attacks, and of their genuine commitment and
support from Propecia also guaranteed. The point
passionate belief in the sport as well as belief in
was not missed on the meeting that those leading
MSNZ, the organisation charged with its future.
the sport in New Zealand have shown their Rugby
Loughlin made his case, and put himself forward counterparts the way!
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9
STRATOS
Ron Stroud
I
The car built by Steve Strain is a
replica (and a very good one at that)
of the Lancia Stratos rally car. This
was a world beater in the early 70's.
What is less well known is that the
rally car was preceded by an
extraordinary concept car designed
by Bertone and also named Stratos,
and which effectively was the sire of
the great rally car.
By the end of the 1960's it became·.
evident to Bertone, a designer but
with interests in racing and rallying,
that front wheel drive couldn't
adequately exploit the power of the
new engines. Porsche, and Renault with the
Alpine, were showing that with their rear engines
they could unleash all the horsepower on special
sections in the dry.
Bertone decided therefore that for the Turin
Motor Show he would produce a concept car
with an ultra sports-racing content using a mid
mounted motor. He was to base it on Lancia
components but undertook the project
independently of Lancia which at that time was
was divided on the value of competion. Bertone
therefore aquired a used Fulvia, which
contrbuted its engine , transaxle, and and a
subframe to which the suspension was also
attached. The frnt suspension was adapted to
serve as independent rear suspension complete
with coil springs and anti-roll bar. The engine
was a 1584cc Fulvia V4 tuned to give 130 bhp
at 6000rpm.
Bertone's engineers designed a special steel
platform frame that rose up at the rear to cradle
the engine and reach the coil spring abutments
of the subframe. At the front the wheel houses
were integrated with the frame so that they could
act as anchors for the tops of the front
suspension struts with their coil springs and
integral dampers. The front suspension and rack
and pinion steering used Fiat components.
The wheel base was was 2220mm with front
10
and rear track 1343 and 1458mm respectively.
Seats were steeply reclined so that the height
of the car was only 840mm.
Access was quite radical (although it could be
likened to the BMW Isetta of the 50's)via an
opening front window. The window hinged back
up and onje stepped on the nose of the car and
then into the interior.
The appearance of the car is stunning as can
be seen, possessing a form so sculptural that it
is more art than automobile. With a few cosmetic
alterations the Stratos could cause as much
sensation now in todays car shows as it did 30
years ago. It nevertheless was not just a
beautiful concept car, but a completely functional
vehicle, and even with the modest Fulvia engine
had impressive performance. Emmerson
Fittapaldi put it through its paces and
enthusiastically reported it as being the car of
the future.
The car was never reproduced in production,
but it did inspire Lancia to employ Bertone to
design and style its world beating rally car which
carried the same name.
car, both designed for the Subaru front engine
to be shifted to the rear much as Bertone did
with the Lancia.
The body should be straight forward to replicate
and produce composed as it is of relatively flat
planes and few compound curves. The absence
of doors makes it easy to both design and
construct, and the opening front windscreen
could utilise hinges and lifting struts from the
back door of a wagon. Also the wiper system
for that matter. The swing out steeering column
might provide a little technical challenge, but
over all this seems to me to offer a project with
exciting prospects.
To my mind this car would be a wonderful car to
replicate. It would provide a great opportunity
to develop a fiibre glass monocoque body,
especially given that there are no door openings.
But if that was too much of a challenge it would
seem that a good basis would be to start with a
proven chassis frame such as that of Bruce
Turnbull's Saker or Bob Needham's Subaru race
The drivers view forward is excellent and to the
side through dual windows, above and below
the central rib of the body's dramatic side styling.
The upper windows slide a la the early mini's,
for ventilation. Rear view mirrors are set into
the body behind the front wheel arches, and a
central external mirror was also fitted, however
rear vision must have been rather limited for
reversing.
11
Garage Tour Report: Sunday 19 May
Brian Worboys
The tour started at the Bray
residence. The XK120 looks
about 90% complete. Dave starts
up the engine and lets it warm
up until the thermostat kicks in
and shuts of the little "rich
running" carb and the engine
settles down to a quiet idle. The
curvatious British-Racing-Green
Jag sits there in the garage next
to the Porsche (the previous
project) and we generally mill
around admiring all the fine detail
work and listening to Dave's
stories about how he found or
made all the various little bits and
pieces that were needed to bring
the project up to it's current stage.
It seems that most of the parts are real Jaguar
parts and that always makes the term "replica"
seem rather inappropriate. How can a car be a
replica Jag when it doesn't actually contain
parts from any other make of car (well hardly
any)? It must actually be a genuine Jag, but
from an alternative factory. This is going to be
a very fine vehicle and it looks like we will be
seeing it on the road in good time for the
summer.
Off up the road then to see what Mike Boven's
been up to. Now this is a "garage" tour, so does
this mean that we should be studying the
"garages" rather than the cars? Well, if so, lets
take a tip here from Mike. The best way to get
a good handy size of garage is to make sure
that your whole house is up in the air with the
space underneath 100% garage (well almost).
After all, the cars aren't interested in the view
are they?
Morgan Interview
Kit body is that it is a relatively simple operation
to just lift the whole body up and scoot it off
down the other end of the garage somewhere
out of the way while you get on with the
mechanical work on an unencumbered rolling
chassis. After coffee and biscuits (Thanks very
much Bovens for the hospitality) it was roundem-up and head-em-out for places further
North.
"What's Ross Bridson building?" I heard
someone ask. The reply was "Well, it's a replica
of a Morgan .... But it's better than an actual
Morgan." There is a mass of exquisite
engineering detail going into this vehicle. The
current stage looks to be about 85% and I am
wondering if summer will see this car gracing
the roads as well. It is mechanically fully
functional already and even has a sound
system fitted so there can't be too much left to
do is there Ross? It is hard to imagine that
Ross has shaped every curve on this car and
fabricated every structural component,
suspension member, bracket, hinge and piece
oftrim. All in all, a real work of art in the making,
and it won't be no slouch neither.
Mike is re-powering the green Almac TC again.
This time with a smaller but more modern
engine that will have all the benefits of fuel
injection and five-speed gearbox, a bit more of
a sporty flavour and better ground clearance.
Out with the 6 cyl Triumph motor and in with a Westward Ho! From this point the tour went
Mazda MX5 unit. The advantage of the Almac West. Actually it was more like South on the
12
compass, but the destination was the West The fibreglass body means that it is the ideal
garage where Rob and June had on display a project to just put aside for a while knowing that
full 50% (almost) of the total garage tour unlike many others, when you get back to it,
attractions, plus one "free to a good home (or you wont find that it has suddenly turned into a
any home actually)" Honda, which was sitting pile of brown dust.
in the driveway on four space-savers. But the
.1" Almac TG. Now hang on there Rob. Isn't
REAL cars were:
enough enough? I for one started to lose the
.1. Mclaren M6 Replica. There is no space to plot about here. This is the "improved" Almac
begin to tell the story of this car. If I tell you that "MG-esque" model that has no Triumph parts
it had it's third engine before it even sat on it's to it as it is based on a Holden Gemini donor
wheels you will wonder if there is any plan here. vehicle. The earlier TC model was based on a
But, one look at the engineering work confirms Tiumph Herald donor car. Rob's mission (and
that some serious thinking has gone into this he seems to have chosen to accept it) is to put
project. The whole rear section of the chassis a Triumph (6cyl) engine into the newer TG
is deSigned to be removable, even the wiring chassis. The project is at an early stage, but
loom can be unplugged at the (dis)connection most of the parts are on hand. Will this one be
point, so that any future re-powering can be on the road for summer Rob? It looks like there
carried out without disturbing the office or parts is a good chance. This Magazine Article will
forward. The car is big, wide and low. Entry is now self-destruct.
complicated by very wide sills. And why does it
have two gear lever knobs? Yes there are two
of them, one in front of the other. Rob, is this
going to be 4WD? Is one of them the ejector
seat release maybe? No, the rear knob is there
to put your hand on when you get in and out. It
is to facilitate the rather tricky feet-first slither
that is required to get down behind that quarter
of an orange-peel shaped windscreen. It would
be great to see this car on the road for the
summer, but I can't see it happening this year
because ....
£. Lotus actual Seven. Yep, the real thing.
Colin Chapman built them light, and there
comes a time with thin metal and minimal
bracing when nature starts to have it's evil way.
Rob and June have enjoyed many miles of
motoring in this car, but right now it is stripped
down to component parts in preparation for a
bit of serious structural maintenance. It is a
great opportunity to study in detail what must
be regarded now as the inspirat(on for
thousands of kit cars and one-off specials. We
are all amazed atthe lightness and sparseness
of the basic spaceframe, and the narrowness
of the driver's seat area and we admire the
genuine Lotus engine sitting in the garage.
;L Scimitar. This fibreglass icon is off the road
at the moment, needing a bit of repair work,
but still a very interesting and timeless vehicle.
Feeling slightly shell-shocked, and a bit
peckish, the gallant troupe proceed to an enroute family restaurant where we all stand in
line in front of an unmanned cash-register and
wonder why the service is so slow. But,
demonstrating finely honed teamwork, we
manage to solve this one, get fed and then all
would have been fine except that I manage to
generally cause problems for the expedition by
getting myself lost in Whitby (I had no need to
even go there. How stupid). Finally we regroup
in Avalon at Terry's place. Terry is a serious
competitor in National 4WD trials and his
vehicle really needs to be seen to be believed.
Where does one start? V8 Rover engine, auto
trans, locked rear diff, lockable front diff,
independent brakes for each front wheel, pushbutton steering for rear wheels, air shocks,
hydraulic ram adjustable ride height
13
(independent left and right), hydraulic steering
(no mechanical link at all from the steering
wheel) and lots of other cool stuff, including my
personal favourite; waterproof alternator
bearings. Terry has drilled holes through
everything he can to keep the weight down. This
includes boring a hole down the centre of all
four half-shafts. The manoeuvrability is such
that he can drive it in through one front door of
his double garage, do a U-turn and drive back
out the other front door. This vehicle is built for
a very specialist job and we are very impressed
with Terry's engineering skill and dedication
towards every innovation he can use to improve
it's off-road performance. If you're interested
to see it perform, the national competition
season opens on labour day weekend with a
meeting near Porirua.
is a seven is a seven, so what's new? What
Alex has done here is very much to bring the
basic minimalist sports car back to it's roots.
The model on show had been built, as
designed, using parts from a single donor
1300cc Ford Escort. A car built this way will be
reliable, sporty, good looking, simple to put
together, easy to maintain and won't break the
bank. It may not be the fastest thing on the road,
but it will be huge fun to own and drive and it
will look great. But it still needs a good catchy
name. Any Ideas? Pass them on to Alex.
Well, it was a long day, but worth it. The
numbers participating varied as the day
progressed. The maximum was probably about
20 persons. Some had to disappear early to
meet other commitments and others joined for
the later stages only. The long distances took
The day has got a bit long, but the show must up much of the time, so I think for the next
go on. It's up the River to the Almac fibreglass garage tour we will try to keep to a single locality.
automotive fountainhead. A visit to Alex's But, there is nothing quite so energizing for your
workshop is always interesting and this time own project as to travel round and see the
the focus is on the new Seven-type kit car. It progress others are making. A big thank you to
hasn't got a proper name yet, but the car itself those who made their garages available for the
is well developed. You might say that a seven tour.
Valley Plate ..s Lin1.ited
162 Gracefleld Road, Lower Hutt
Phone 04 568 5924
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Bruce Wright
04564-5070
14
Constructor in waiting
by Wendy Harding
When Ron asked me to write something as a
new member to CCC and a new committee
member I wondered what I could write, as I
haven't actually built a car. Then I realised that
while I hadn't built a car as such, I had had
various vehicles that were almost 'kits'. The
first was my first motorbike and pride and joy
- a 1954 Norton Dominator - that I
reconditioned, repainted and reupholstered. I
had help with the motor from my partner, the
tank was professionally re-sprayed after I had
undercoated and sanded it, and I tackled the
seat on my own. When I went to collect the
tank after the overspray (to protect the shiny
new Norton decals) the 'boss' at the spray shop
said he had been told by the 'boys' to ask if it
was my bike because they were keen to know
who owned it! I had been told when I bought it
that it was good 'ladies' bike, having been
ridden by the previous owner's wife.
to South Otago in it before selling it in
Christchurch.
Then followed a long gap of standard cars until
I got interested in performance cars and
bought a GT Legacy (wagon). After about 2
years I was getting a bit bored and thought
another bike would be fun. My son David was
getting his license so I tried out his bike and
his friends and then found a Honda VFR400
that was pretty cheap. It immediately had
starting problems and then developed a
serious fuel leak under the tank. Many dollars
later and visits to Sawyers it finally starts
properly but I'm having to relearn my riding
style (Japanese left-foot gear change, highrevving, 4-cylinder motor) with no tacho (one
of the reasons it was cheap). This is definitely
not a 'kit', the thing is so complicated you can't
even get at the spark plugs.
Then there was the Mazda 2000 ute that had
an aluminium tray cover made that could be
raised and lowered on legs. With the homemade clip-in tent sides it made a handy camper
for holidays. The next 'kit' was a Bedford bus
that had been emptied ready for conversion
to a mobile home. Luckily I had a truck 'license
to drive it and while I built the interior my partner
rebuilt the motor. The outside was painted with
house paint and rollers. By this time I was
getting quite good at upholstering seats! By
the time it was finished it was fully equipped
with double bed, mini kitchen with pumped During one of the many periods the bike was
water, and a commode for toilet facilities. We in at Sawyers I browsed an Internet kiwi
lived in it for a year and drove from Auckland auction site looking for parts and checked out
the 'special' cars. There was a Lotus 7 replica
15
for sale that looked fun. I sent a few enquiries
to the owner and the auction expired with no
sale, but by then we had swapped phone
numbers. Not long later David and I headed
off to Auckland (in his GT Legacy, the sedan
version) to look at it. When we arrived it was
raining, and what with Auckland's horrendous
traffic we were only brave enough to go as
passengers. When we slid our way around the
roundabout on the slick road with a police car
on our tail I was thinking it was just as well. I
found the proximity to the road less
disconcerting than I expected, although having
the sides on certainly helped. After a bit of
haggling we bought the car and it duly arrived
in Wellington courtesy of Kearneys (on a Friday
night in Wellington's rush hour). I had careful
instructions for starting, turn ignition on, switch
on the start button and the fan, wait, then turn
the key. But it wouldn't start. After many
fruitless attempts Kearney's kindly rescued us
and towed it to our storage place later that
night.
sucked in and landing on my lap, necessitating
a 'comfort' stop soon after. However all went
well and we got straight into the swing of things
once we arrived, taking turns going out on the
track. That is until about the sixth time out when
David came back in accompanied by a loud
thunking sound. It didn't sound like it would
make it home so I called the AA, who organised
for a garage to open and check it out. The
diagnosis - big end bearing gone.
So we left it there to get the repairs priced but
in the end it wasn't worth fixing so we got it
A week later David had it going minus the towed home (again). As our storage space did
indicators by dint of re-plugging ali the not have room for major repairs we had to find
connectors and we went for our first drive in a suitable garage. Since then we have bought
the carpark. The wiring was a mess and looked a replacement motor, which is sitting on its
hazardous running over the head so that stand waiting for a modified sump. With the
needed a bit of instant tidying.
motor out the wiring will be replaced and new,
About this time we joined eee on the bigger gauges put in. Further down the track it
recommendation of a friend and heard about will need a new roll cage, harness seat belts
the MG club day at Manfield. Taking my wagon and proper seats so we can use it for club
as the support car, we took turns driving the racing, something I've wanted to do since I was
rather twitchy 7 to Manfield on the open road. a teenager. Now I can't wait to get it going
The roof and sides did not stop a bee being again!
16
r,om the B'idge
Brian Worhoys
It seemed like a simple thing to just clean up the motor, bolt it together
again and sling it back into the car. But in the process I've found so
'!1any Ii.ttle thin~s that need replacing, repairing or redesigning and
Improvmg that IS clearly going to need a few more days work before
it's al/ shipshape and back on the road.
However, I took some time off from easy way to score and makes a lot of sense.
this task last weekend to go and
The cars themselves are exquisite little vehicles. The
watch a sporting trial event just off the
construction rules are very tight and are sanctioned by MANZ.
Haywards Hill road. The thing that
Basically the cars are front engine, rear wheel drive and have
surprised me most as I parked the car
a roll-over bar. They have ordinary road tyres on the rear and
in what was obviously the designated
the cars have nothing much on them that they don't need.
parking area adjacent to the main
One critical feature is the two levers that enable the driver to
road was that there was no sound at
~ork each rear wheel brake independently. The cars weigh
all. I walked down the farm access
In the order of 300 to 400kg and the crew for each car consists
road following the signs and still there
of the driver and a "Bouncer".
was no noise, except for a few rowdy
birds and similar sounds of the
countryside. What sort of competitive
motoring event is this then, I was
wondering, where you can't even hear
the sound of a motor.
The track turned a corner and there
they all were. There were about eight
or ten competitor vehicles making
their way round a series of tricky little
courses laid out up and down the
stream banks and in and out of the
trees on a steep hill face. The courses
were marked out with short flagpoles
with different colours for left and right,
and numbers on them to identify
progress through the event. There is
obviously a lot of skill in setting out
the courses. The idea is to make the
first few turns relatively easy and then
introduce increasingly difficult
combinations of steep grades, side
slopes, large rocks, tight turns, dropoffs, bog holes etc. so that very few
cars actually manage to make it all
the way through without touching a
pole. Touch one pole and you're out.
The poles are numbered from #12 at
the start of a course down to #1 as
the finishing post. Your score for the
event is the number on the pole you I believe the origins of the sport are in the UK where the first
hit. Time doesn't matter. This is a very cars were modified Austin Sevens. The cars still look a bit
17
like that, but the common engine these days seems to build a car to, and with a good chance of getting
to be a small alloy power-unit from a Honda or a competitive result. He did admit that to get it
similar, complete with the East-West origin done within the attention span of a typical
transmission. The diff is then locked up somehow teenager was somewhat of a challenge.
and with the engine mounted in the more traditional
North-South orientation, the drive for the live rear I chatted with some of the organisers. Sid told
axle is taken of from one side of the locked diff and me that sometimes they organise events where
transmitted to the rear by a conventional propeller ordinary street cars can enter. At times they have
shaft mounted at a slight angle. This effectively had quite sizable turn-outs of Lotus Seven type
gives two diffs in a series so the gearing is very low of cars. The courses have to be laid a bit less
and power is never really an issue. The cars are tight steep and bumpy when this class is
competing, but it all works much the same. I asked
very slow in reverse of course.
him to give me a call if this was ever happening
From the CCC point of view my mind was very much near Wellington as I am sure we could rustle up a
in "I wonder how you could make these cars better" posse from CCC if there was a chance to give it
mode and the only thing I could think of was to shift a go.
the transmission to the rear so as to place a little
more of the weight on the back wheels. But I As I walked off back to my car with a view to
suspect there is a rule forbidding this. There were getting home to grind some valves or something,
a few other spectators there for a casual look-see. the gentle murmuring of half a dozen baby Honda
I got chatting to one chap who has a school project engines at fast idle receded into the pleasant rural
in Palmerston North where his technology students ambience, and I paused to reflect. It is great that
motorsport can be enjoyed with such low impacts
are building a trials car as a school project. His view
was that it was difficult to find a recognised form of on the environment. These cars hardly cut the
motorsport with well organised events and a ground up as much as your average golfer, but
there is perhaps some vital ingredient missing
construction formula that even a schoolboy team
from
motor sport when no stopwatch is involved.
with a high school budget could expect to be able
STEERING & SUSPENSION SPECIALIST
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Steering joints, bushes
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How's That Car Coming Along Dave?
(or a tale of two turbos)
by David Hanson
How's that car coming along Dave?
This is a question that I'm often
asked at work - ever since I started
thinking about building a car - and
one which, lately has always
received the same answer. I haven't
done a thing on it for months.
Eight months to be precise - ever
since I moved house, the car has
been buried in the garage (under
at least 5 bikes at present) while
other things have taken my time.
Sanding, painting and other
redecorating tasks have taken most
of the house duties. So far I've
painted 4 ceilings and 3 bedrooms.
Totally redone the downstairs toilet,
"
, .
"
painted the downstairs bathroom
There S a chassls under here - somewhere
and toilet, upstairs ensuite and sanded and so they should suit my needs). Fitting the
bearing made no difference to the rattling sound
urethaned three floors.
so
the hunt for the source continued.
However that's not the pOint of this article. It is
my other cars that have also conspired to thwart
any attempts to restart work on the Seven.
Some of you may know that I have two Lancia
Thema 8v Turbos - same year - same colour.
It's a long story as to how or why I have twin
cars but that's another story. Needless to say it
does confuse the neighbours.
Just before Christmas (3 months after moving)
Sandra's car started to make a strange rattling
sound which appeared to be coming from the
front of the motor (Cam belt area). A close look
found a suspect bearing on the balance shaft
belt tensioner. The local Fiat/Lancia dealer could
get one from Italy for around $140! Luckily it
was an SKF bearing so quoting the numbers
off the edge got me a very near replacement for
$25. I say very near as the original used a very
high temperature grease which SKF no longer
use - I was assured by the SKF supplier that
the standard grease would be more than
adequate for the job (they had recently supplied
the same bearings for someones Delta Integrale
I removed all the fan belts to ancillary equipment
- no difference. Removed and checked the
starter motor - no difference. Then after listening
really closely and determining that the sound
continued for a short time after the engine
stopped, I began to suspect the worst. The
Turbo-charger.
Removing several bits allowed me to get to the
input side of the Turbo where it took only a quick
wobble of the impeller to determine that the
Turbo was indeed the culprit - the turbine shaft
should have virtually no sideways movement,
this one moved several millimeters!!!
Removing and stripping the Turbo revealed that
the turbine shaft was broken in two and the
rattling was caused by the exhaust impeller
rattling around inside the exhaust housing.
What's odd is that the car still seemed to be
performing well. I'm at a loss to explain how.
Obviously the Turbo was beyond repair, so I
rang the local Lancia wrecker and $400 later I
had a replacement Turbo.
19
.1
I·
good sign to be so well known by a wrecker, is
it?
The "new" Turbo felt really good they do tend to carbon up over time
and get quite stiff to turn by hand,
but this one was really free turning.
I suspect that it may have been
rebuilt in its recent past, so I decided
to fit it without getting new seals and
bearings fitted.
On starting the car, there was still
obviously something not quite right
as the "new" Turbo didn't sound as
it should. I suspected that it wasn't
getting any oil. Removing the oil
feed line and restarting the motor
confirmed this. The oil feed line was
blocked - which obviously was the
original cause of the old Turbo
failure.
"Why do you want a SAAB trubo? Why not get
a Lancia one?" they say.
"Can't find one anywhere" I reply
"Bloke next door has one" they say "lets have a
look"
We go out to the yard which they share with the
Fiat/Lancia wrecker, to where there are 5 Lancia
Themas, one of which has a turbo on it! "Bloke
doesn't know what he's got!" they say. "let me
talk to him, I'll see what he wants for it"
Cracked exhaust housing - (crack indicated)
Removing the oil feed line - itself no small task
- and then trying to clear it with welding rods
and solvents showed that line was quite very
definitely blocked right by where there is a
mounting bracket which bolts to the exhaust
manifold. Solvents and welding rods would not
budge this blockage - getting the pipe near red
hot with an oxy/acetylene torch then blowing
compressed air through it did.
penetrating oil and other solvents - to remove
the baked-on carbon on the impellers - the
Turbo was declared too far gone for repair so I
had to find a replacement.
The local Lancia wrecker didn't have one so I
searched the internet for other cars that used
the same turbo (Garrett Air Research T3) and
discovered that the Renault Fuego Turbo used
the same turbo. So I rang the local Renault
With the pipe cleared and refitted the car was wrecker in Upper Hutt (who also used to be the
now going again and better than ever. Now to Fiat/Lancia wrecker before they sold that part
start thinking about restarting the Seven .....
of the business to the Lancia wrecker I had
contacted earlier) to see if they have a Fuego
However, about six or eight weeks ago my car
Turbo.
started to blow smoke - lots of it. Bright, Blue
oil burning type smoke. So much that following Yes they do! Great I'll come up and have a look
traffic was completely obscured. I knew on Monday. Over the weekend I got to thinking.
immediately what it was. The Turbo!
Every Renault Fuego Turbo that I can recall
seeing was usually getting thrashed to death. I
I had been half expecting it for some time I
wonder what other cars also used the T3. Back
suppose as the car has nearly done 380000kms
to the 'net.
without any major engine work I know of. The
Turbo had blown it's seals so I decided to get I found quite a number - MG Montego/Maestro
this one repaired as I couldn't find another Turbo, Fiat Croma Turbo, Alfa 164 Turbo (never
replacement locally. There was a Turbo in released here) early Nissan Skylines and SAAB
Auckland but they wanted $550 plus freight plus 9000 Turbo. Most SAABs I've seen are well
GST for it, which was way too much for a used looked after and not usually thrashed. So I tried
Turbo in my opinion.
the SAAB wrecker (same one as the Renault
wrecker), do you have a SAAB 9000 Turbo in
So I took the Turbo to Total Turbos. The bloke
stock? Yes, Great I'll come right up.
there does a lot of work on turbos for the "boy
racer" crowd but definitely knows his turbos. Upon entering the wreckers I'm immediately
After soaking the unit for almost a week in recognised "Mr Lancia" they exclaim. It's not a
20
Next day I phone and talk to someone else "You want the Lancia bloke next door" they say
"I'll put you through"
"I'm after the Lancia Thema Turbo you've got" I
say after being transferred.
Found the pipe in the trash - just a bit dirty but
no splits. The wrecker "throws the pipe in" as
he was going to trash it anyway. "Brilliant" I think
quietly to my self trying not to smile - knowing
that the retail price for this pipe is $220 plus
GST!
The turbo is a little stiff - carboned-up - so off
to Total Turbo again for seals and bearings. After
a few days soaking and cleaning the Turbo is
repaired except there is a crack in the exhaust
housing. Every other housing I have from my
growing collection also has a crack in the same
place. Design flaw? Can we fix it? I brought the
housing along to the last club night to ask some
expert welding advice.
"You clean it, file it prepare it and I can weld it"
I'm told by Alan Price. The cleaning and other
preparation is the time-consuming bit, welding
it is easy.
Next day, however, I get a call from Total Turbos
- they've managed to find a good housing, and
"Yes you do! I saw it yesterday" I say (rather for only $400!
exasperated by now)
After some thought, I decided to go for the
"Oh, do I?" he says "I'll have a look, I'll call you replacement housing as the car's been off the
back soon"
road for 4 weeks now and I want it fixed, NOW!
"Don't have one" is the reply.
Sure enough he does phone back and
surprisingly does have a Turbo for a Lancia
Thema, which I can have for $300 plus GST done.
Two days later I pick up the turbo and ask if, by
any chance, he has the pipe from the turbo to
the intercooler as mine has a split in it.
"Think I threw that in the trash" he says" didn't
look too good though"
So my car is now back on the road and going
better than it has for a long time. Moral of the
story is "If you have a turbo-charged car - give
it regular oil changes. I certainly will in the future
after the past six months. Must be time to start
thinking about re-starting the Seven project... ..
So, How's that car coming along Dave? I was
asked only yesterday....
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23
Last Month's Quiz Car
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24
By TURNBULL ENGINEERING
P.O. Box 9, Bunnythorpe, Manawatu, New Zealand
Phone/Fax: 06 329 2923
web site: http://www.saker.co.nz
e-mail: [email protected]
25
Nuts and Bolts
Ron St,"ud
•
•
I
A new magazine has appeared on the shelves. Its called
"Tarmac". It closely resembles the NZ Classic Car
Magazine format but I'm not sure if it comes from the
same stable. Anyway a cursory glance indicated that the
content might be of interest to many of the CCC members.
Worth checking out.
Dave Frow got married recently. Congratulations to Dave
and Toni. It is hoped that his married status does not interfere too much with progress on
the Lotus 23.
•
The Isetta features briefly in an article in this month's Mag. I was interested to learn that
this tiny vehicle, virtually a three wheeler with a 236cc motor, ran in the Mille Miglia in
1954. Of the 354 teams entered, less than 50% finished. But all 4 Isettas completed the
race scooping the index of performance. What I can't understand is that the had a one
cylinder motor but with 2 pistons. how does that work?
•
One member of our club got a fright recently when loud noises were suddenly produced
from his car's engine. He believed that the crankshaft had broken but on investigation
found a loose washer in one of the cylinders. No harm done so all back together again.
Interestingly the washer had apparently spent some time bouncing around in the inlet
port and polished this up beautifully. One way to do a port and polish, but I doubt if it will
catch on.
•
Sabre Motor Sport is running a Motor Racing Scholarship. Winner gets a full season of
National Championship competition in a Formula First race car, plus a drive in Australia.
Entry fee $595 dollars+GST. Closes 22 June. Evaluation Days 5/6 July at Manfield. PreScholarship try-out is on 16 June. $100 for 20 laps. Contact Dennis Martin, PO Box 496,
Palmerston North Phone 06 355 4055.
•
•
26
The Interisland Line is offering a
substantial discount of 50% off
the standard rate for car club
groups. Return fare for a car and
2 adults, fo rexample, is $269.
Ther must be a minimum of 10
vehicles. Not bad. A suggegestion
has been made for taking
advantage of this with a trip
through the Molesworth. Let the
club captain know if you are
interested.
Another reminder, please advise
any change of address or phone
nuumber to Patrick Harlow.
New Members
The Constructors Car Club warmly welcomes the following
new member:
Bob Moffitt:- Locost Hamilton (ph (07) 824-3870)
E-Mail: [email protected]
After building a number of boats and restoring classic cars he felt the need to build his own car. Bob
will start with the Locost chassis and then modify it into a 60 s style sports body. At this stage the body
is in the dream planing stage andfurther decisions will be made along the way.
David Short:- Countess Feilding (ph (06) 323-34935)
E-Mail: [email protected]
David is another car manufacturer that adds to the growing list ofprofessional constructors in the
club. Well known throughout New Zealandfor his Lamborghini Countach replica David is now
thinking about his next model the Diablo.
Andrew Weeks:- Wellington (ph 479-9414)
E-Mail: [email protected]
Andrew is considering importing and building a Suffolk Jaguar SS100. He will be going over to the
UK later in this year to finalise plans.
Andrew Fox:- Buckler Lower Hutt (ph 589-90475)
E-Mail: [email protected]
The buckler is one of the original kits manufactured in NZ. Andrew intends to build it as a road/race in
keeping with the originals age and style.
RolfFeinson:- Lower Hutt (ph938-3170)
At this stage Rolf is undecided about what he wants to build but can see himself taking on some sort of
project in the future.
Marvin Turton:- Lower Hutt (ph 568-2148)
Marvin at this stage has no car building project in mind but is a keenfan of the 'Mini" and spends a
lot of time playing with them.
27
Mystery Car?
Patrick Harlow
The quiz car printed in the May 2002 issue of
Spare Parts is definitely a Holden GTR-X
prototype and I claim my chocolate fish. After a
couple of pleasant weekends spent scouring
through old magazines I have stored in my
garage I rediscovered the article which has been
reprinted below. The magazine was "Sports Car
World" and is the April June 1984 issue. When
I proudly showed the magazine to my son he
was sufficiently impressed to say, "Heck dad,
that magazine is older than I am." Naturally I
went and asked my wife if the boy was truly a
product of my loins. That conversation did not
coupe. Perhaps if the men from Fishermen's
go down very well either.
Bend had been bolder in the early '70s the
GTR-X and what it represented in the way of
Having been privileged to get a ride in a genuine innovative deSign, might have been the
GTR XU1 Torana in the 70's long before the inspiration needed to break the company (or at
term boy racer came into existence and a least management) out of the arrogance and
muscle car was just that I came across a picture lethargy that two decades of massive expansion
of the GTR-X and waited in vain for it to go into and sales success had induced. The seeds of
the General's dilemma ofthe '80s -falling sales,
production.
staggering losses and the prospect of badgeThe program was approved, the brochures
engineered Nissans appearing as Holdens printed, the launch date set for February 5, 1973.
were there to see in the '70s as the men who
Holden's potentially brilliant GTR-X sports car
directed the company's fortunes took the safe
was all set to astound the Australian public. So
road that led to nowhere.
what went wrong, why have our roads been
deprived of the most sensational-looking
Australian-designed car ever?
*****
Blame the beancounters. They never could
balance to their satisfaction the expected sales
volume with the price -around $5500 in 1973and the production costs, and they didn't want
to understand the positive rub off such a car
has in boosting image and showroom traffic. And
blame the management. It believed the
overworked engineering and design staffs were
too busy meeting the forthcoming Australian
design rules, and developing the LH Torana and Holden's two-seater was first shown within
other more prosaic models, to have time to months of the introduction of the Datsun 240Zand one million Z-cars later, that is the most
devote to the GTR-X.
successful sports car ever. Holden's GTR-X may
That the GTR-X should be a two-seater sports never have had the opportunity to rival that
car that came closer to production than any record -the marketing department estimated it
other doomed Holden prototype is just one of could sell 8500 GTR-Xs in the model's
the many ironies in the story of this stillborn anticipated six-year life span -but the concepts
28
were virtually identical, the performance
remarkably similar and the price close to spoton. There was even a potentiatGTR-X
replacement available: if Holden held on to the
GTR-X for a couple of years longer than
intended, it could have replaced it with the Isuzu
Piazza, built in Australia with local engines.
That's another sports coupe available to Holden
that -so far -hasn't appeared in Australia.
Developed from a Phil Zmood concept drawing
of July 1969, the styling is pure, original and so
obviously not the product of a committee. The
long bonnet is a trifle exaggerated by the
standards of the '80s, a legacy no doubt of the
E-type Jaguar. The waistline is high and you sit
low, legs stretched straight out to the pedals,
bum close to the floor. The rear window is
shallow and the boomerang-shaped taillights
elegant. It was beautiful when we first saw it in
1970 and it remains no less so today.
The GTR-X followed the Corvette in using a onepiece fibreglass body. Since this was not
capable of taking the stresses of a steel
monocoque structure a substantial full perimeter
frame of welded box section was designed. The
only metal components in the body are a steeltube integral roll bar and some steel reinforcing
within the layers of fibreglass in areas where
the body would be under stress. LJ Torana front
suspension is fitted and the rear suspension
uses four links and coil springs with a live axle.
Fourwheel disc brakes are used in the prototype
and if the car had gone into production the front
The GTR-X was to be to Holden what the discs would have been vented. Steering, despite
Corvette was to Chevrolet in 1953, and the Opel the carryover of many Torana components, is
GT was to the Kadett in 1968. The principle of a by the big Holden's recirculating ball system with
sports car body on mass production 3.25 turns lock to lock. Power comes from the
mechanicals is common to all three. What is 3.0 litre XU-I straight six developed for the
not common is that the Holden didn't make it Bathurst winning Torana. In the prototype this
and the others did. In a wave of nostalgia to develops 119 kW, more than enough to give the
celebrate the 35th anniversary of Holden's first 1045 kg coupe startling performance. In the
car, the company showed off some of its days when Holden wasn't frightened to give
museum pieces at the Lang Lang proving performance figures, the engineers proudly
ground. And so 13 years after first driving proclaimed the GTR-X could put down the
Holden's only real sports car I slid behind its standing 400m in 16.4 seconds and run to a top
wheel again, cursing the narrow-minded
speed of 200 km/h.
men who prevented us enjoying this car
fulltime. The styling is still superb, the
shape exciting. No, it couldn't, as has
been suggested, go into production
today - the reverse-sloping nose marks
it down too plainly as a car of the late
'60s. But there's little else that looks
dated in its ultra-low, very wide lines that
shout performance. Imagine a Holden
in 1973 that stood waist high at just 1135
mm, a Holden with clean, simple flanks
and a wedge profile with the body
finished in double-skinned fibreglass.
29
By the time production was scheduled to start
in 1973 it was planned to use the then current
142 kW 3.3 litre XU-I engine and if, during the
six-year lifespan, demand ever dropped the
engineers knew they could always slot in the
4.2 or 5.0 litre VB ... Power steering -using the
HQ's variable ratio system -limited slip
differential, air-conditioning and automatic
transmission were the obvious options.
Drive the GTR-X today and you can't help but
be disappointed. Mostly you're disappointed it
never made it to the showroom but also perhaps unfairly -that if feels unrefined and
agricultural. But then so did the XU-I. The
dampers may be suspect but there's also a
distinct lack of suspension travel and the ride is
nobbly, the car prone to being bounced around.
Like the Corvette the GTR-X's appeal is far
greater on smooth roads when the chassis
behaviour is exemplary, the handling essentially
neutral and the steering slightly heavy but
possessing genuine feel when the driver works
it quickly. Of the car's power there is never any
question. Like all triple carburettor Torana
engines it's noisy, induction roar filling the
interior, when you work the engine through the
stiff and notchy four-speed gearbox. Thirteen
years later the engine isn't as smooth as I
remember it, nor as free reving, but if the
acceleration matches the sound effects this
really is one quick car. Despite the four-wheel
disc brakes the pedal is spongy and the travel
excessive. They don't inspire confidence. But I
remember saying the same of the 240Z in 1971
and the GTR-X doesn't have the wanders that
inflicted Datsun's two-seater, nor does it have
the vague steering. No, by any measure
Holden's GTR-X matched'the Japanese rival
feature for feature, and its styling was perhaps
less a copy of the E-type. The price looked like
being right. These things were all said in 1970.
With hindsight, and knowing the development
that would have taken place -RTS would no
doubt have corrected the ride problem -the
GTR-X must be considered Holden's great
mistake. There was, back in the early '70s within
Holden, a moment in automotive time when
courage should have overridden shortsighted
practicality. Now it is too late, and we will have
to rely forever on the Europeans and Japanese
for our sports cars. It need not have been so.
DIVERBIFlED DEBIGII & MAIlUFAC'ltlRIIIC LTD
1966 AWHITU ROAD WAIUKU RD 4
I
DESIGN, MACHINING & FABRICATION SERVICES
F
ANCE VEHICLES
HOME OF THE SU8ARU
SINGLE SEATER RACE
CAR. FOR THOSE OF
YOU WISHING TO RACE
AFORMULACAR ON A
MEAGER NOT A MEGA
BUDGET
fOR fURTHER IftfORMATlOtl COnTACT:
BOB NEEDHAM tm::t\, ¥tOO. ~.
PHONE 09 2350500
FAX 09 2350509
E-MAil [email protected]
30
[
"The Spectator"
I've been thinking as Richard Prebble says. Car
racing isn't what it used to be. Watching those
Australian taxis roaring around the tracks on
Sunday TV convinced me of this. To start with the
cars all look the same, except for the technicolour
disply of different logos, of which there are so
many that the individual impact is totally lost. I
understand that there may be two different makes
of vehicle but but they are very difficult to visually
identify.
And you can't see the drivers. Even with the incar cams all you can see is an insect like creature
with a globular head and a cyclops eye, and which
seems to struggling to emerge from its cuckoon.
The single seaters are even worse. These cars
dont even seem to accommodate a driver at all.
The only evidence of a driver is the top of a helmet,
and from all accounts the driver has relinquished
most of the control to to the pits via telemetry.
That is, the cars are largely radio controlled or
run by a computer.
When the drivers finally emerge from the casing,
at the end ofthe race, and remove the head dome,
they immediately slap on another head-covering
called a base ball cap.This has a peak so long
and pendulous that it threatens to collapse and
smash their noses. To prevent this, they spend
an inordinate time adjusting the location of the
cap and bending the peak into a half tube, taking
on the appearance in the process
of Donald Duck gasping
(quacking) ooooh!. Then to cap it
all (excuse the pun) they get given
a large bottle of expensive
champagne which they then
childishly proceed to shake up
and spray all over the assembled
throng. What extraordinary crass
behaviour from the nouveau riche.
a glass and drinks it. Now that would be class.
I had thought that wearing the base ball cap after
removal of the dome may have been a
requirement of Occupational Health and Safety,
to prevent chilling of the tiny little brains. But no, I
noticed that after a race at Ruapuna, none of those
on the podium donned them. Maybe the
southerners can stand the cold better, or perhaps
are just naturally more cool headed.
On the issue of safety, no doubt the almost total
enclosure of the driver has led to a vast
improvement in safety, and this must be
recognised and accepted. However car racing as
a spectacle is much the poorer. Once you could
actually see the driver, working as it were. Whether
in an open sports car or a single seater you could
see the drivers from the waist up.
There was the car, and there was the driver,
master and machine. You didn't just go to see
cars racing, but to see men racing cars (and I
make no excuse for the apparent sexist nature of
that comment.)
The accompanying picture illustrates my point
admirably. This is a picture of Fangio winning at
Nurbugring in 1956, in a Maserati 250F. There he
is in shirt sleeves, muscles tense, and cheeks
drawn back by the wind. So much better than
pictures of Donald Duck look-a-likes.
It used to be that drivers were
clearly of a different class. The
Bentley boys for example and
people such as Count von Tripps
and Prince Behra. I can't wait for
the day that a winning driver
mounts the podium, graciously
accepts the bottle of champagne,
carefully eases of the cork, pours
31
The Ankle Biter's Column
It's the long weekend, 011 to most of us, and around until a left trun into McKinstry Road. The
the phone rings. It's Ron Stroud reminding me Pointon Collection is along a bit on your left.
that the next magazine articles will be needed Web site is www.beds-n-Ieisure.com/pointonsoon and by the way how are you coming along collection. PhlFax (06) 378 6710. Admission is
with the other article for the Show magazine. $4.00.
Damn, haven't started either my column or the
one for the special show edition, nor typed up I have been asked to arrange another indoor
the minutes from the last club meeting. Granted karting night for members but after being let
most of the minutes were done before the down by so many members last time who said
meeting but there are always the gaps that I they would be there but didn't show, that I will
can't foresee. It happens every month, a last have to see what interest there is on club night
minute panic to get something in on time. Okay, in June. If you can't make the meeting and are
keen to race contact me after the meeting when
here we go again.
you will have read this. I might still do it with my
I've added up the times for the last grass usual crowd of ring-ins.
motorkhana and the fastest person overall was
Tim Hutchinson in his Nissan GTS4, not a I saw one of those new BMW Mini Cooper's the
recognised club car, so the next one in a "club other day. What a disappointment. It was huge.
car" was non other than our new Club Captain I mean Mini's are supposed to be tiny, that's the
again, Brian Worboys in his Road Rat. The third whole appeal of them. I'm not sure what is the
fastest time, also in a non club car was Nik biggest joke, the new Mini or the so called VW
James in his Toyota Starlet. The total times of Beetle with front wheel drive. Someone's lost
158.59, 160.95 and 161.77 were very close. the plot somewhere in my opinion, what do the
Looks like someone will have to build a "special" rest of you think?
to take on Brian in the next motorkhana.
The new Monaro is more true to the original
Motor Show Promotions are running another though. wouldn't say no to one of them if I had
92.2XS FM Manawatu Motor Show on 24/25 that sort of money spare. A bit bland in styling
August, 2002 in the Manawatu Sports Stadium, but not bad and with modern handling and heaps
Pascal Street, Palmerston North. There are of grunt at the rear wheels just off idle where all
various prizes offered. Hours are 9.00am to "real" cars get their traction.
5.00pm on Saturday and Sunday. Set up is on It was a real surprise to read the article about
the Friday before from 11.00am on.
the Coby mufflers in the latest edition of NZ
For more details phone Chris Watson on (06)
358 5894 anytime, Fax (06) 353 2433.
Looking for something different to visit over in
the Wairarapa? try The Pointon Collection,
vintage and veteran cars, garage equipment,
signs, tools, accessories etc. There are also
restored displays, rides available, and vintage
costume. The displays are changed regularly.
They also have a Country Harvest Craft shop
open daily as well as their gardens open
November - April. Where? Head north out of
Masterton and turn right into Te Ore Ore Road
which takes you past Henley lake and over a
river. Turn right at Watsons Road and follow it
32
Classic Car - I thought they had died out years
ago. You old chaps will remember the Coby
mufflers on all boy racers cars a few (well more
than a few maybe) years back.
No progress on the Coupe again and the poor
old Ute has been off the road for over a month
now. New electronic distributor, coil, electric fuel
pump and the reconned Holley fitted but it still
won't stay running. I just don't have time to fiddle
around with it at present. Looks like I might let
someone else suss it out. Till next month, carry
on.
Cheers, The Ankle Biter.
The word from Oz ...
Dave Pattie
Well, it has been some time since I committed
pen, or computer, to paper. The stories of my
demise are greatly exaggerated. Before I get
on with the news from the West Island I was
sent this picture recently and thought of all us
drivers out there ...
one of the braided lines that was positioned such
that any oil seeping out was being burnt on the
header and could not be seen. This was the
Thursday before the meeting so I took off the
remote filter and put a standard filter back on
the engine. Lo and behold I get back 30 psi 30 psi!!!! The car ran well all weekend and didn't
have any of the symptoms previously causing
my problems - it is always the simple things.
The first race meeting.
The preparation has been going on for some
time now and despite CAMS assurances my
licence did not arrive. I submitted my New
Zealand licence on 18 Feb and as of today (29
May) I still have not received an Australian
licence!!! They managed to issue a temporary
one for the weekend. This contrasts with my
holidays over Easter in New Zealand where I
So what has been happening in Australia? The
went to MNZ and managed to get a licence there
Fraser continues to go well and I have now had
and then for an Easter race meeting I did at
my first race meeting - more on that later.
Pukekohe (another story). It is no wonder that
Getting ready for the first event I gave the car a they call CAMS the Conspiracy Against Motor
very good going over and found numerous loose Sport.
nuts and bolts etc which made the car feel a lot
Back to basics now as I sold my trailer in New
better when I tightened them up!!
Zealand before I left. I drove up to Oran Park
Of interest however is my oil pressure problem on Friday, which takes about 2 Y, hours so not
I have been having for some time now. A couple too bad. Arrived there in time to do one practice
of years ago during my last race season in New session. A few hiccups getting onto the track
Zealand, for some reason I could not get the oil though as all cars here need a Dorian Data
pressure to remain particularly when pushing Transmitter (transponder) fitted, which unlike the
the car. In the end I changed the bearings to be Southern Festival of Speed events I did a couple
safe. Still no better I changed the oil of years ago, have to be provided by the owner.
specification, which improved a little but still it I had to hire one in the end. I will need one for
was not good. Just before a test day at the next meeting but they are $500 from one
Wakefield Park here I upped the dry sump company in Melbourne - talk about cornering
output, which did increase the pressure but not the market (I think they call it monopoly).
enough to prevent it, dropping almost to zero
Then there was scrutineering that was heavy
after one run. Well, to get ready for Oran Park I
on clothing etc and I needed Nomex socks not
had the headers off and found an oil leak from
just my normal cotton ones. More money. Finally
the fitting feeding the remote filter. I moved the
made it to final practice - which of course still
filter to the engine bay from the engine for easy
cost the same as a full day hire - you guessed
changing. Anyway, a small leak. On further
it, more money.
examination I found an even bigger leak from
33
r
Scrutineering of the car was less of a hassle I
have to admit and not the problem I thought it
would be thank goodness. Although as this
forms part of the NSW Championship we were
scrutineered after one race as well.
After practice I decided that it was worth it as
Oran Park Grand Prix circuit is scary - I still
don't think I managed a good lap after the entire
weekend. Three blind corners, two corners with
large humps just where you turn in, and some
very solid concrete walls to name just a few
points. However, going under the bridge and
then over it was exciting.
Results were less than amazing probably due
to my raging flu but more likely that it had been
over 18 months since I raced a car in the dry,
old tyres that have had too many heat cycles
and the Aussies all use slicks. Anyway,
qualifying saw me 12th from 18 cars and the first
race for six laps I finished just there. The start
was good but after the cars in front slipped away
I was left fairly lonely between the front and rear
bunches. Interestingly I managed to beat three
cars on slicks and all other road cars. The
second race (8 laps) I finished 11th but actually
Slipped behind one of the slick shod cars that I
previously beaten. I discovered that they had
fitted new slicks between races. The final 10
lap race also saw another car fit new slicks and
rise ahead of me in the finish where I think I
was 13th . Not too bad as I was the only road
tyres car still on the lead lap and quite
comfortably so.
In short Oran Park was scary and you would
need a few visits to make yourself comfortable
with the circuit but it was fun. The Fraser has
plenty of power compared with most of the PRBs
although a few heavily modified engines (out to
1900cc) still pull easily away. What it lacks is
the tyres and handling to compete properly. I
think there is more time in the driver as well. My
best time was 1.22" and the fastest guy 1.15"
although most are around 1.17". These times
are fairly comparable to Manfield and I think that
a high 1.19 I low 1.20 would be entirely feasible
in my car as it stands. Interestingly that would
have elevated me to 8th in the race. Put slicks
and a bit of setup into the car and the locals say
that is good for 3 seconds a lap. So that puts
me right amongst it. Trouble is slicks require
13" wheels and equals (you guessed it) MONEY.
I said to the other racers that I need to change
one thing at a time - for now that is the tracks.
When I have been to them all I can then look at
the car. My plan at this stage would be to raise
the spring rates and fit a rear sway bar to stiffen
the entire car for use with slicks.
[
The next race meeting is Eastern Creek, which
is faster and should suit the Fraser a bit better
so we will see how we go. Drove home after a
good weekend where the locals seemed to have
warmed to me a bit with an intact car and no
real problems - a good weekend away.
Off shore purchases required Reserve Bank
approval if over 5 pounds ($10) and none of my
immediate family or friends where traveling
overseas.
I mentioned a race at Pukekohe at Easter perhaps I will do that for another magazine.
FORTY YEARS ON !!
Dennis Rowe
1962 was definitely more a 'good news' than a
'bad news' year. I met my wife and bought my
first car. Definitely good news. The bad news
was that I was able to buy my new Mini Cooper
due to the death in America of a favourite great
aunt, who had left me a small legacy.
Owning a new Mini Cooper in the days of limited
new car availability and exotics only via
'qualifying overseas funds' was really
something. This car was viewed like a third arm
and was worked on and titivated with whatever
I could find and afford.
See photo of it on display early 1963 at Dominion
Motors, Courtney Place. (page 34)
One thing though that I dearly longed for was a
'wood rimmed steering wheel. Alas, at this stage
they were unobtainable in N.l, the Internet and
credit cards did not exist.
What to do? Why not build one, it could not be
that difficult even though I was an 'office type'
and not a trades person.
Okay how to do it!
Determine the specs and any technical issues
as regards the electrics (center horn), and the
mechanical steering boss (Morris Minor would
fit)
Dennis Rowe s Mini
Cooper at Dominion
Motors, Courtenay
Place 1963
(See page 35)
34
What materials to build it from
•
Duralumin for the frame
•
Hard wood marine ply (5 veneers) for the
3/8 inch grips on each side
•
Morris Minorwire spoked steering wheel
•
& Sundrv glue etc. and SIS countersunk
bolts and screws.
Process
After deciding that a 16inch wheel was what I
wanted (no power steering then) I cut a circle
out of the 1/8th inch duralumin. Next I cut out
three interior triangles to create the spokes and
drilled out decreasing sized holes along them
and commenced filing all the internal edges both
smooth, square and round.
Once finished I cut the 'boss' from the Morrie
steering wheel and had it turned down to match
the center circle of the duralumin. Boltholes were
drilled and tapped through the duralumin and
into the boss for securing one to the other.
Anodising the duralumin was the next step and
silver was the only choice.
The 'ply' now came in for attention and two
circles ext. diam. 16 118th in. and int. diam. 1511
4in. were cut out and the internal circle edge
smoothed and sanded. The circles were then
glued to the duralumin and screwed through
from the under ply ring, up through the duralumin
and into the upper ply ring.
A friend with an open chuck lathe now turned
the semi finished wheel down to produce a
perfectly rounded outer rim and the ply turned
off on the inner rim, but clear of the metal.
A fine circular rasp was used to notch the under
side ply circle for grip and after careful sanding
both wooden rims were polyurethaned. Finally
the steering boss was bolted on and the horn
reconnected in the center.
Overall the cost came out at under two pounds
($4) and over the remaining period of time that
I owned the car I had innumerable requests for
me to make wheels for other people. I declined
and thereby lost a potential entrepreneurial
opportunity. By today's standards I am sure that
the wheel would have failed all safety and
scrutineering tests.
(Hopefully Dennis might be able to supply a
photo of this precious steering wheel one day. Ed)
35
Confessions of a first time kit car builder
Roger Bramley
As a new member I have read through some of
the Spare Parts articles and am impressed by
the degree of technical knowledge of some of
the writers. I cannot compete with that but
assume there are some other people in our
membership who are like me and maybe need
to be reminded that not all of us gifted with
technical skills but that with the right application
of enthusiasm this hobby can be undertaken by
even the most naIve and clumsy of us (i.e. me).
The budget dictated a basic car and well short
of the ultimate Fraser. I wanted simple and fuss
free so ended up with an unpainted car, standard
4AGE on injection and live rear axle. The motor
choice was more head than heart, the
traditionalist in me wanted a worked crossflow
but for a $1200 spend I could get a 130hp
reliable Japanese engine and box, to get the
same power and reliability out of a crossflow
would have been far more expensive.
I am not a car constructor, I have huge respect
for those who can conceive, design, engineer
and construct a car from scratch or from plans.
Whilst I can join bits of metal together it would
be generous to describe it as welding, I can drill
holes in metal but they invariably end up the
wrong size or place and my painting experience
is limited what you can do with an aerosol can.
Compared to many in the club I have achieved
my goal the easy way, but achieve it I have.
Although working to a budget I also wanted a
factory finished look so committed to buying
everything from the factory down to upholstery
and instruments, the theory being that a Fraser
is a recognisable 'marque' and a consistent look
and feel is a big part of that and ensures that
the dollars spent were retained in the cars value.
The other advantage was that in the absolute
worst case when the project turned to custard I
could turn the whole thing back over to Fraser
for them to finish.
This story is therefore for the just as keen but
less skilled or equipped amongst us. I work in
an office. I have been a car nut forever and have
always done my own car servicing and will tackle
any DIY task around home. But, apart from an
abandoned attempt to rebuild a Mini have no
real car construction experience. Those of you
with the real skills may want to turn the page
now as the following confessions may offend.
Like many of my generation the Lotus Seven is
'the sports car', I have never had any difficulty
spending money on car magazines (cheaper
than smoking) but invariably would buy anything
with a Seven inside. I had spotted Frasers many
times over the years at shows or racing and
had even got brochures sent from the factory. I
had considered buying a 'real' Seven (a series
four being in my budget) but somehow the style
does not appeal as much to me as the earlier
models. In the end the combination of the look
of the Fraser, the support offered from the
factory and the challenge of doing it myself won
the day. With the long service leave cashed in
the budget was set, who needs an overseas
holiday or a new kitchen anyway.
36
I am sure when I visited Neil Fraser to discuss
the purchase he had me pegged as a tyre kicker
but he gave me an order form anyway. This was
duly completed and the three month wait for
chassis #249 and kit commenced (had to finish
building the garage anyway). At that point I
confess I hadn't even sat in (let alone driven) a
Fraser or any other type of Seven - I hoped I
would fit.
My work background (Risk/Project Manager)
means I have a tendency to over plan, so in
early November 2000 we duly rolled up to the
factory to pick up the kit with a huge van (hired
at great expense) - according to Neil many
people turn up with a garden trailer and a roll of
twine. Needless to say we arrived back in
Wellington to unload and consider the extent of
the huge expensive mistake I had potentially
made in getting this far.
After a careful read of the 'instructions' I could
begin. Fraser builders will know I say this with
tongue firmly in my cheek, I understand the
theory is that if the instructions are too detailed
then people follow them literally and don't think
for themselves. In hindsight I can see the look at Terry Bufferys front end (of his car that
wisdom of that theory but at the outset the lack is), later that night I was at home dismantling
of instructions is a bit daunting. The key thing my nice 'perfect' suspension to put the bolts/
to remember is that help is only a phone call/ washers in the right way around ...
fax/email away.
The first job is to complete the riveting of the
alloy panels, this went smoothly enough apart
from removing the scuttle which for transporting
was temporarily fixed to the car. The scuttle is
in two pieces and I thought I had to drill out the
few rivets holding the two pieces together to
remove it - seemed a bit strange but I bowled
on - it wasn't until I was half way through this
process that I noted some bolts underneath that
when removed allowed the whole thing to be
lifted clear ...
Bare bones coming together
Next it was fitting the running gear. I had got
Frasers to source and modify all of the second
hand bits required (front hubs, rack, axle,
engine, gearbox) - getting them to do the
sourcing saved me a lot of time scouring
wrecking yards and I am sure was ultimately
less expensive. The bits however were still in
wrecking yard condition but many wire brushes
and POR 15 paint fume hallucinations later they
all looked pretty smart.
Getting the engine in was next - back to the
tool
shop (second hand, I had learned my
Motor in!
lesson) I bought a hefty chain block and after
Next is the suspension and initially pressing the
reinforcing the roof of my nice new garage I was
bushes into the wishbones, the instructions
ready. What a performance, there is not a lot of
suggested a big vice was needed. I duly headed
room in the engine bay and there was a fair bit
down to Mitre 10 and bought the biggest one
of grunting, sweating and spanner throwing
they had. Back at home progress was slow, I
before the thing was in. I had one particular
tried freezing the bushes and heating the
drama with the inlet manifold which had a lug
wishbones - no luck. In the end I resorted to a
underneath from its front wheel drive incarnation
pipe wrench on the vice handle which
that clashed with one of the chassis rails -lifting
successfully destroyed my shiny new vice with
the motor a tad there was just enough room for
a crack like a rifle shot. Back to the tool shop
an angle grinder ...
(second hand this time) and bought the biggest
vice they had, I almost had to reinforce t~ work To get the beast to go we needed some wiring,
bench to fit it, needless to say the bushes went again I had taken the easy option and purchased
in like a hot knife through butter - success.
a loom from Fraser. This still needed all the
terminals attaching and took a bit of head
The next challenge was fitting the wishbones. It
scratching to work out, it certainly helped when
was not clear to me which bolts/washers went
I realised that there was a wiring diagram
where but I carried on and it looked perfect - I
available also but that I had not received. Using
was sure however that there was some sound
the battery from the family car as a power source
engineering theory that dictated there was only
the car gradually came to life as lights,
one 'right way'. At the February 2001 skite night
indicators, horn and finally the starter motor
(I was a non-member at this stage) I sneaked a
37
guards, cowl, bonnet, windscreen, drivestaft
tunnel cover) we went for a quick blast. What a
sense of achievement, fantastic. We arrived
back home and into the garage before someone
called the cops. It wasn't until then that I thought
to mention to Lyn that the black thing spinning
between our backsides was the driveshaft and
wouldn't be a good idea to put your hand on it
while we were driving ...
It was now August 2001 and I had plenty oftime
to get it finished and ready to drive to the
Whitakers classic race meeting in November
(as a spectator), which had been my goal from
the outset and roughly 12 months from the start
date. We worked our way through the seemingly
endless list of jobs to finish the car (the danger
of an irreversible mistake whilst marking out and
then drilling the holes in the scuttle for the wipers
certainly gets the heart pumping).
100% legal for a trip around the block
were bought on stream. No joy from the engine
however which just coughed and spluttered.
Come early October we dashed to Auckland
with the car on a trailer for compliance and
registration formalities. I had only a 48 hour
window with work commitments so allowing for
a day at the factory and some time for sleep it
was a long couple of days in the car (thanks
kids).
Back home again and the waiting for the
registration documentation began, we waited
and waited. There was no real hurry as I still
had the rev limit problem to deal with, slowly I
worked through a component replacement
program but after several hundred dollars had
no improvement. The Whitakers meeting
deadline came and went but the car stayed in
the shed - at this stage a match and a can of
petrol was looking tempting.
Getting the motor to run was a major milestone.
Not being a mechanic I had adopted the theory
that the motor would be untouched apart from
cleaning and painting and I would assume it was
fine until proven otherwise. I also assumed that
since it had come from a live car that it should
be 'plug and play'. It did not want to co-operate
however, all symptoms pOinted to a timing
problem but I could not see how that could be
as it was a complete unit supposedly from a Finally the registration stuff came through and
live car. Process of elimination finally declared we were lega!. First trip was to an Auto
that at a wrecking yard somewhere along the Electrician who had professed knowledge of
chain had sold off the original distributor - a 4AGE's and an ability to solve my rev limit
replacement had been slotted in but not timed problem. To their credit and my relief several
- a trap for young players, don't always assume days later they tracked down the problem to the
that what comes from the wrecking yard isn't a engine loom and we had 7000 revs - excellent
cobbled together amalgam of parts. Once sorted (thanks L Alexander and Co in Wellington).
she roared - at least to 4000rpm when there
Finally finished and in many ways a real antiseemed to be a rev limiter effect cutting in.
climax. The process of the build had kept me
Rev limiter problem aside it certainly went well so 'hyped' that when it was over there was a
enough for a squirt round the block, so under real "so what" feeling.
the cover of darkness (no seats, seat belts,
38
We have progressively made longer and longer Escort/Mini/Alfa of my past.
road trips culminating in a weekend in Taupo
with the Fraser Car Club and a day at the track. Finally some rules to build by ... for dummies like
This has certainly rekindled my enthusiasm, me:
A project gets completed a minute at a time
what a revelation, what feels okay on the road.
feels decidedly ordinary on the track so a whole
- don't wait for three or four spare hours new vista of learning and fiddling has been
if you squeeze in 15 minutes here and 30
opened up to me. I intend to learn more about
minutes there you can make a lot of
this through this years Intermarque series and
progress without much effort or
ultimately want to compete at a Whitakers
commitment.
meeting (more likely 2003 than 2002).
I must acknowledge the encouragement and
support of my wife Lyn that was essential to get
started and finished, she had put up with me
talking about it for years and has never raised a
single objection about 'that car' or the time!
money spent. Also thanks to Neil Fraser for
happily taking my money but also for being the
driving force behind what is a great replica of a
sports car icon, special thanks to Wayne
Cheeseman at Frasers who patiently answered
my dumb faxed questions that I am sure he had
heard dozens of times before. Whilst this article
is not intended to be an advertisement for Fraser
I would have no hesitation in recommending the
product to others.
•
Keep a diary, in low moments it is
encouraging to check back on how far you
have come. Write down questions,
problems and things to buy as you think of
them. After each session before you leave
the workshop, make a list of the next three
or four things to do - the next time you go
out there you are straight in to the tasks
rather than scratching you head or sitting
in the car making brmm brmm noises
•
Persevere, better to have a go and mess it
up than procrastinate or give up remember this is not brain surgery, if man
made it man can fix it.
So would I do it again - absolutely, next project.
Join the club while you are building the car
not when you have finished - I wish I had.
needs to have a roof (I will keep the Fraser)
and something more suitable for winter, gravel
roads and chasing the NZ Rally. Whilst a Stratos·
No matter how stupid you fee!. .. ask
or Ford RS200 replica would look pretty cool
ques t·Ions ... as k ques t·Ions ...
parked with the boyracer WRXs, reality (that
kitchen still needs doing) will be a return to an As the ad on the TV says "Don't just dream it. .. "
Back from the first big trip to Taupo in one piece
39
Morgan Progress
The experts strike again ...
Compiled by Phil Bradshaw
I really should know better - another minor error in my article on
rear axles for cars... In simple terms Toyota run two different stud
pattern PCDs - 4.5" for RWD and 100 mm for FW~ irrespective
of 4 or 5 stud The information that all 5 stud Toyota wheels are
the same is incorrect but I foolishly believed the 'expert' from the
mag shop.
On that note, a friend with a 4WD recently got stranded on a
beach as all but one wheel stud sheared off a front hub. Turns out
the mag was only located by the studs, not on the centre hub
boss (as factory wheels are). I also worked on a car a while ago
that had thrown a wheel - in this case the studs were only engaged about 5 turns in the nut
Ross Bridson kindly sent us along these photographs showing his work
in progress. As you can see from the photos, it's worth the effort.
If other members could send us pictures of their project we could make
this into a regular feature. SO in future when you get a film developed,
think of us.
To be safe, you should ensure that the wheels are located on the
central hub boss, with the studs merely keeping the wheel hard
against the hub - good wheel shops sell spacer rings that close
the gap up (or you can get some made). By the same token,
ensure the wheel is not too small for the hub - my classic Dunlop
mags are prone to cracking when fitted to Cortinas, which have a
slightly larger diameter hub boss...
Also, something I was told years ago but have been unable to
confirm, is that a rule of thumb for any thread is 6 turns (ie
pitches) minimum engagement in a nut to ensure security. Finally,
use wheel spacers (to cure offset/backspacing incompatibilities) at
your peril!
Booklist
The following is a listing of the more technical of the books I own
and have found useful. The prices refer to the country I bought
them in, and the origin is where they were published All of the
books are useful (for me at least), howevet; some are more so
than others, hence my rating scale.
40
41
~
w
~
tv
'
1 0-947216-901
;:
ii'if';ifi ; :;;;,il i'i;i:;i;'~'
','
110
! Origin! Ratlng/iO 1
I $79.95 IAus
:;!Cost'~
1
Carroll
Smith
1
IAUD
I
~US
\9
1
1
11
\ $64.95 \ US
\9
110
Allan
\ Haynes
Staniforth
\1988
10-85429-645-X
UK
\7
I
1-55788-055-7
Boyd
US
7
0-87938-626-6
Timothy
Motorbooks
1992
$62
Coddington's Remus
International
how to build
HotRod
Chassis
Somewhat lightweight on the technical aspects of design but has good general guidance on the process of building a chassis and a few handy tips. Aimed
for US 'install xvz front suscension kit' market.
Automotive 1 Roland
1 Motorbooks 1 2001
I 0-7603-0911-6
$35 US US
1 10
Woodwork
Johnson
International
Excellent book for anyone considering building or restoring a wooden vehicle, or automotive woodwork. Covers practical aspects of timber selection,
bending, joining and preservation.
I
UK
8
Racing and
Michael
B.T.
1961
$25
N/A
used
Sports Car
Costin &' Batsford Ltd
Chassis
David
Desion
Phi cos
Old but still very relevant to the home constructor, with some practical advice. ~This book is not only a first class reference work for the enthusiast who
wishes to design and build his own special, but is interesting, without being too technical, for the keen student of sports car design and development" - The
Autocar 1961
More an academic study of competition car suspension with some sections devoted to design than a 'how to' book. " Suspension design and development is
a vital ingredient in the recipe for winning performance. His easy to understand yet in-depth analysis by an acknowledged expert demystifies the complex
subject. Staniforth explains the theory and practice of successful suspension engineering in clear and precise terms. He explores how and why suspensions
systems work and shows how to extract maximum performance. This book is essential reading for drivers and mechanics and provides a fascinating insight
for all comcetition car enthusiasts". (Dust Jacket)
Competition
Car
\7
Race and
2nd Edition 1988
0-85429-572-0
UK
Rally Car
Sourcebook
Coverage of suspension geometry and spring rates from a DIY design perspective. Newer editions subsequently published. Not bad, but Carroll Smith's
books are better.
1982
0-89586-870-9
Metal
1 Ron &
1 HP Books
US
Fabricator's
Sue
Handbook
Fournier
1
Good how-to coverage on all aspects of automotive metal forming from sheet to tube and everything in between. Includes equipment and tool selection and
use. Very useful for the non-tradesman constructor.
Sheet Metal
Handbook
Ron &
\ HP Books
\1989
\ 0-89586-757-5
Sue
Fournier
Detailed coverilQ.e of sheet metal work - if YOU want to custom build your own bodY. this is the book for you.
10
1 0-7603-0393-2
Penonnance 1 Richard 1 Motorbooks 1 1997
1 $49.95 1 US
Welding
Finch
International
1
A book dedicated to the ways and means of welding spaceframes and other structures of interest to the car builder. Written by a true expert. "Performance
Welding is your complete guide to high quality welding. From selecting equipment to jigging and fitting to welding 4130 steel, stainless steel, aluminium and
magnesium, this book covers it all. Learn all the techniques professionals use in building Indy and NASCAR race cars, experimental aircraft, and custom
motorcycles." (Dust Jacket)
Prepare to
Win
1975
Aero
1
Publishers
Inc
1
A hands-on guide to preparing a car so it will be reliable. Very useful if you are serious about racing and finishina.
useful for the serious comcetitor.
0-87938-186-8
Covers full range of vehicle modifications from practical and theoretical viewpoint, ranging from basic engine theory to traction control tweaking. If you buy
only one book. make it this one.
Penonnance~~~__~
"+bate'l';';;;;'T' ,;':: ;·'rq'ISBN "~i. ~iE
Martin White 12000
. J.AuthOr' IPublisl1er
21st Century
I Title
-"
-I'>-I'>-
\ 0-949398-49-7
1
I
$ 24.50
AUD
..
IAus 17
..
$67.50
AUD
US
9
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1-85520-227-1
Electronic
Brooklands
1993
$119.95 US
8
N/A
Fuel
Books
Injection
Manual
880 pages with over 1000 diagrams. I use it as a source of wiring diagrams for EFI systems. Covers most cars, but US versions only. Handy, but only for the
serious meddler.
---_ _--
Bosch Fuel
0-8376-0300-5
Charles 0 Bentley
1989
Injection &
Probst
Publishers
Engine
ManaQement
Another excellent book on EFI. Agood companion volume to the Haynes EFI book.
1-85960-344-0
Automotive
Haynes
1997
$62.95
UK
10
Charles
Engine
White
Techbooks
Management
and Fuel
Injection
Systems
Manual
My bible for European and Japanese EFI systems. Very well written with subtle sense of humour. Covers all aspects of operation, diagnosis and fault finding.
A must if you are going to fiximess with an EFI car provided it is amongst the vehicles covered by the book.
.. _----_ ..
Maximum
1Corky
1 Bentley
1 1997
10-8376-0160-6
$60? iUS ~9
Boost
Bell
Publishers
- - --_
_-----_----Hard-core book on the design, testing and installation of turbocharger systems. Tends to stick to low boost (~8 psi) due to US market restrictions, but
theory holds true for wilder applications. Written with sense of humour. Recommended reading if you are going to run a turbo.
\ Graffiti
\1998
Publications
pty Ltd
Fairly lightweight, of general information use to the novice only.
Engineering \ Larry
Street Rods
OToole