The older I get, the faster I was!

The
Historic Times
www.historicracing.co.za
The older I get, the faster I was!
May 2013
Chairman’s Chat
Dear Members and fellow Committee Members
O
ur heartfelt thanks go to Terence for his past contributions as Editor of the
magazine. Terence jumped in and assisted when we were in time of need
and as he travels through Africa to London in the Imp, we wish him a safe passage to his destination and completion of his Dream.
This will be our first edition with Ilani Vonk at the helm of the magazine. Congratulations to Ilani on her appointment as Editor of the HRSA Magazine. We
wish Ilani all the best in her new position and if she puts together a magazine as
well as she drives, it is going to be a great one! If color print is a feasible option
then we certainly will provide this. Please assist Ilani with interesting articles for
publication.
Not all of us are able to make the Noggin every second Wednesday and some
important information is not always shared. Let me reflect on a few pointers.
There is an apparent increasing tendency to use onboard timing devices in the
cars on race day or practice but our Regulations do prevent this usage. Radio
communication is also not allowed. Basically only Pit Lane signaling is allowed,
so let’s get those boards out. Complaints received and noted and so this will be monitored going forward.
Trophies have appeared on the top of the cost containment list of the Committee as the ratio of club income to
expenditure on these items for our Annual Prize Giving is way out of kilter! We do all want to be recognized for well deserved achievement, and with this in mind we will seek a worthwhile solution. We certainly do not want to compromise
on quality.
Our second Championship event produced great racing at Zwartkops with a wonderful entry. Very close and competitive, the way we enjoy it most! We now move on to Phakisa for the third event on June 1st and I know a lot of competitors enjoy the different type of track. Phakisa can be very challenging in places!
As a Club we are looking for Members to assist at Car Shows and Exhibitions to which we are often invited to display
our vehicles. Please contact Tracy if you are willing to assist.
We have our first Guest Speaker this year at the May Noggin and in this regard Arnold Chatz has graciously accepted
our invitation to chat to us. We look forward with bated breath to all the untold Alfa stories!
Ciao All.
Warm regards
Nick Sheward
Page 03
CONTENTS
Chairman Nick Sheward
[email protected]
Phone 083 299 3090
Vice-Chairman Jacques Cilliers
08
[email protected]
Phone 084 951 7414
Secretary Tracy Cilliers
[email protected]
Phone 082 330 3446
Treasurer Hedley Whitehead
[email protected]
Phone 082 448 8269
Saloon Cars Jacques Cilliers
[email protected]
Phone 084 951 7414
Classic Thoroughbreds Nick Sheward
[email protected]
Phone 083 299 3090
Marque Cars Howard Nell
[email protected]
Phone 083 390 6641
Sports & GT Peter Jenkins
[email protected]
Phone 083 459 4765
Editor Ilani Vonk
07 Diary Dates
08 About our Members
10 Ralt RT4
12 1960, 9 hour race poster
14 Watching from the side-line
17 Technical - Suspension
18 Harry’s Race Report
22 Classic Classifieds
14
18
HRSA
CALENDAR
16 March
Kyalami
[email protected]
Phone 082 457 4150
Website: www.historicracing.co.za
07
NOGGIN
CALENDAR
The views and articles published in
The Historic Times do not necessarily
represent the views of the Historic
Racing South Africa.
10
May
June
July
August
September
October
November
December
Arnold Chatz
Johan Coetzee
Ian Schekter
Historic Round 1
13 April
Zwartkops
Historic Round 2
(Endurance race 1 -1h)
01 June
Phakisa
Historic Round 3 (Endurance race 2 -1h)
27 July
Historic Round 4 Zwartkops (Endurance race 3 -1h)
17 August
Historic Round 5 Kyalami
(Endurance race 4 -1h)
21 September Historic Round 6 East London (Endurance race 5 -2h)
19 October
Historic Round 7 Kyalami
(Endurance race 6 -3h)
09 November Historic Round 8 Zwartkops
diary dates
Piston Ring
19 MayClub meet & Spotlight
on Veteran, Vintage and Commercial Vehicles
16 June Club meet & Spotlight on Motor Cycles and
American Cars
21 JulyClub meet & Toyota
Motor show
18 August Annual General
meeting
15 September National
Swop Meeting
20 October Motoring Memoir Show
17 November Continental
19 May
If you have an event to diaries, email the info to [email protected].
The annual Cars in the Park - Pietermaritzburg
event takes place on the 19th May and is a great
attraction for young and old. There are over 1000 exhibits ranging
from KZN’s oldest car, a 1904 Cadillac, to the very latest. Marquee
clubs usually turn out in full force and you are able to view classic
MGs, Triumphs, Alfas, Jaguars and Ferraris in an attractive park like
setting. Industrial and farm machinery is also on display along with
classic and vintage motorcycles plus a unique Stanley Steamer.
Venue: Alexandra Park
Contact details: Fred 083-369-7020
1 & 2 June
The Gauteng Motor show featuring
Atomic Junkies Sports fest, is coming to
Zwartkops
Super Trax
12 May
09 June
21 July
18 August
15 September
06 October
20 October
03 November
24 November
Zwartkops Raceway again. For a fun filled weekend for the whole
family, it offers Super Drift Series 4, Remote Control Drifting, Classic
and Unique cars, wide range of kiddies entertainment and music.
With a variety of food stalls and you can enjoy a cold beer at The
Mitchell’s and Hogshead Beer Garden.
Venue: Zwartkops Raceway
Time: From 09h00-17H00
Cost: R85 p.p per day
Contact: (011) 549-8300 or visit: www.gautengmotorshow.co.za
22 June
Classic Vehicle Auction takes place on the
22 June at 12H00
Venue: 10 President street, Germiston
Contact details: Alan 082 469 5755 / 086 002 2180
Page 07
About our Members
Page 08
Dawie Olivier
Dawie was a founder member of the
Silver club and started racing in 1992
in the Ultimoil Supercup/Silvercup. His
first race car was a Toyota SR5 Black
Hawk.
Dawie was King of the mountain Gudo
Pass in 2003, 2004 and 2006. He has
done the most notorious hill climb in
South Africa, he was 2nd overall in the
original Ultimate streetcar at Wesbank
in a Corolla panelvan against all kinds
of Supercars and that’s just some of the
highlight of his racing.
He races in Pre77 Saloons Class E in his
Anton and Isabel Raath
homologation special Mercedes Benz
450SLC, and is one of only a few in the
world, homologated for WRC and endurance racing (the race version won a
few rallies, as well as the Nurburgring
24 hour outright on its first attempt,
with a 3 speed auto gearbox).
The Raaths’ enjoy motor sport as a
family.
About 10 years ago Anton started
racing with a R100 Mazda Rotary
Turbo in the Rotary turbo class,
Drag National quarter mile. His
wife Isabel followed 2 years after
him with a Mazda 323 Rotary
turbo.
For Dawie racing in a national series,
with a very limited budget and thereby
keeping the dream alive for other
racers who also does not have the
budget, but only the will to succeed
is a great achievement. Showing that
with the right passion and the will to
succeed, you can still do it.
2012 he won the overall championship in Historic Saloons.
Isabel joined Historic Saloon racing
in 2011 with a 1969 Mazda R100
Coupe Rotary Turbo in class G
and moved to class E after just 8
months of racing.
Their cars are replica’s of the Mazda
In 2011 Anton moved over to Histhat raced in the Springbok Series
toric Saloons in a 1970 Mazda R100 with legends Peter Gough and Jody
Coupe Rotary Turbo left hand drive Scheckter.
in Class C. In that year he finished
3rd in the championship and in
Isabel and Anton Raath
the Brumo’s Porsche that won the 1973
Daytona 24hr race.
With his lovely wife racing his two little
boys to preprimary school in the morning, and him being a surgeon - that’s
some great achievements
Anton Raath
Herman Kluge
Fulfilling his little boy dreams,
Herman started racing in 1992
with a 1970 Porsche 911S.
He is currently racing a 1973
Porsche RSR in Sports and GT
class C and ISP. It’s a replica of
Isabel Raath
Page 09
PRETORIA BRICK Ra lt RT4
FORMULA ATLANT IC REBORN
What started out a year ago as a pile of bits has been lovingly restored back to its
former glory…
drives the Frankies Soft Drinks Ford Escort in historics).
From the end of the Atlantic Series in 1986, up to the
beginning of 2012, the car languished in a warehouse
in Port Elizabeth.
When I got the car, we stripped it down to the bare
chassis, before initiating the rebuild.
Just about all the parts were replaced, rose-joints,
brake callipers and master cylinders, clutch, most of
the gearbox, and of course the engine was rebuilt. All
instrumentation was replaced.
As the date of the inaugural Wings & Slicks (WaS) event
got closer, the pressure to finish the car became more
intense. Eventually, the car was finished just two hours
before it needed to be loaded on the transporter to go
down to East London
A
round the beginning of last year, I discovered
that the 1983 Pretoria Brick Ralt RT4 Formula
Atlantic was for sale. The car was in pieces, and
in need of a full restoration. While this may have appeared to be a daunting task, the opportunity to return a well-known car back to the track was irresistible.
The target was to have the car ready for the inaugural
Wings & Slicks series first race in East London in December 2012. This to prove to be an ambitious task.
The Ralt was purchased new from Ralt Cars in the UK in
1983, and arrived in South Africa without an engine. It
was fitted locally with a peripheral port Mazda Rotary
12A, and then campaigned in the South African Formula Atlantic Series from 1983 up to the demise of the series at the end of 1986. In its original Pretoria Brick colours, the car was initially driven by George Fouche, and
when he left to pursue his sports car career overseas,
Braam Smith took over. When Pretoria Brick withdrew
sponsorship, it was bought by Whoosh Pool Cleaners,
and driven by Michael Bryan (aka Mike Schmidt who
Page10
Nevertheless, we were very happy with the achievement, and even though we could not run the car at
anything like race pace, it was still an awesome experience.
Mostly though, it was an honour to have been able
to drive a car which had previously been driven by
some of the greats of South African motorsport. I am
glad we were able to rescue a car from the scrap heap,
return it to its former glory, and put it back onto the
track where it belongs.
My heartfelt thanks to AJ Kernick of Tasman Cars
who put in many long hours to get the car restoration completed in time.
Barry Scott
Being finished so close to the WaS event, the debut
of the car was in effect the first track shakedown of
the car. The car managed to run in all three heats on
the weekend, but all we could achieve was to run-in
the engine, and get things like ride-height sorted out.
Page 11
Watching
from the
side-line
By Deon Hatting
I think my life racing has become a bit like that of Herman Pienaar, watching mostly from
the side.
T
he difference between him and I is that his car
breaks due to mechanical failure, mine due to
bad decisions and driver error. At Kyalami I over
revved Derik’s car and bent valves; over fuelled and
could not carry speed through the corners. Also, this
car does not have the legs for Kyalami and I need to
find out from Pattersons what they did as they nearly
won the championship here one year. End of day.
This, being a spectator, is not why I go racing but
creates the opportunity to watch from the side and
see the other guys perform, those that do not break
cars and come to the track with well-prepared cars. I
am the highest paying spectator at over R1 000 per
event.
Sometimes well prepared comes in beautiful form,
like a model... Philip Pantazas has brought a beautiful
car to the track, even though it looked a bit funny on
Saturday morning on the thinner wheeled semi’s for
the rain at Kyalami. Now we have two beautiful and
well prepared Japanese cars heading that field, the
IMSA 260 Z of Philip and the exquisite Mazda Rx 100
of Anton Raaths (who did the paint job on Philips’s car)
- now competing with one another for the top slot.
Page14
Father Sophos opted to have the Alfa GTV shortened to a hatch back size, but in true racing tradition
repaired it and went racing, doing it well. Like the 260Z
the Densham built cars last well mechanically. For this
reason I now fulfilled a lifelong dream and invested
in an Alfa – this before I remarried in September, and
yes guys, you can have an Alfa AND a wife. Hopefully
Clive will get the Alfa to go faster, now I am looking for
someone that can make the driver go faster.
Sometimes even well prepared cars break and we saw
Scribante breaking twice in different well prepared
cars – the orange Mustang and GT 40. With those I
think it is because they are so very fast and running
on their limit, but heart breaking to see dominant cars
not coming past lap after lap.
As you may notice I am talking about the Kyalami
event as I did not even make it to Zwartkops, my
favourite track and the only one where I got a first for
the day and seem to score my only points. Perhaps
‘watching from the side-line’ may in future thus only
be restricted to Zwartkop events, hopefully not ‘from
the side’ only when also participating.
There are also some funny things that happen at the
track that go unnoticed unless told in these tongue
in cheek anecdotes. The Scirocco is now running on
high profile 14” semi’s that looks like 15” when going past. At Kyalami Mr Sheward and Lindenburg got
caught out and ran after me to check on the wheel
size, as they must, they nearly over shot my pit in
eagerness to verify. They were dually satisfied and
gave me the thumbs up.
Then we have the guys that do it quietly on the track,
sometimes not so quiet off track. I do not know
how this guy gets the Capri that quick, talking about
Jimbo Bennett. With the extra ballast this thing
goes…. often chased down by a Beetle?
The stuff that mostly prevents us from preparing
good cars is: budget, know-how and other interests.
I am hampered by all three and on my third building
project in 18 months, upgrading my rental property
that must take care of me in my retirement. This is
a fair trade off and an easy decision, when the one
earns money and the other takes money. My racing
budget therefore resembles something that is used
to lace up shoes. Then also I am all thumbs and do
not know ‘how to’ prepare a car and relaying on others is very expensive.
Then in the wings I have the GT6 restoration (soon to
be a show car); a VW Type 34 Karmann Ghia restoration; and, the ‘not yet started’ Protea preparation for
the track – now strongly motivated to compete in the
Mighty Giants events.
Some may remember the day when the crinkle cut
GT6 won at Zwartkops on 9 May 2008 (on my eldest brothers birthday), in the hands of Derik, after
both him and I nearly wrote the car of twice, but like
Sophos at Kyalami, repaired it and went racing – never shown for its poor state of repair. But look at the
shine on that car. We will keep the shine and not crinkle cut it again, hopefully.
I just do not have enough family to make me a successful race driver. We won on my brothers birthday
(Derik won) and then on 21 July 2012 I won on my
dearly departed mother’s birthday. Perhaps I should
adopt 365 children, each with a different birthday, to
ensure that one day I can also perhaps win a championship.
Thanks to Dave Hastie for most of the photos!
Page 15
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Suspension.....
by Werner Vonk
Part 1
It is good to be back and give our readers something to think about on what their vehicle’s do’s
and don’ts are, and if we really know what that means... That is why I would like to keep you out
of suspense and discuss a very critical part of our vechiles.
The Suspension. Now before we get into the really
technical part, let’s get the understanding of what this
is. According to the dictionary suspension means the
following:
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Sus•pen•sion
1. The act of suspending or the condition of being
suspended
2. A device from which a mechanical part is
suspended.
3. The system of springs and other devices that
insulate the chassis of a vehicle from shocks transmitted through the wheels.
4. Chemistry A system in which microscopically visible particles are dispersed throughout a less dense
liquid or gas from which they are easily filtered but
not easily settled because of system viscosity or molecular interactions.
Now most of this jumble mentioned above is not related to us, but the core of a suspension is to connect
one object relative to another, in space in one form or
another, like a suspending bridge .This type of bridge
has cables suspended between towers, plus vertical
suspender cables that carry the weight of the deck
below. Our grandfather’s trouser suspenders…..I think
you get the picture. Now in an automobile the rotating wheel needs to be suspended to the space frame/
chassis. This can take on many forms and can be in
fixed or movable form. The fixed method would be
the most simple and cost effective, but the big problem is the rotating wheel. Because of the big variation
in wheel size, speeds, loads, and in conditions these
have to work, we have given all of this a word….Handling.
Vehicle handlings are descriptions of the way
wheeled vehicles perform transverse to their direction of motion, particularly during cornering and
swerving. It also includes their stability when moving
in steady state condition (straight line).The way the
wheel is connected the vehicle all depends on the
application, hence public vehicles (the family saloon)
will have a very simple, cost effective suspension
(commonly MacPherson strut) focusing on comfort
and straight line stability. A sportier vehicle will aid
more cornering capability over comfort. Vehicles born
as racecars will have all of the above to make sure all
of the wheel/tire capability is used.
To step back for a moment, the suspension connects
the wheel/tyre to our chassis/space frame. In racecar
terms this is very important, in the sense how the load
(weight of the race car) gets feed into the tyre. As this is
the only why the car is connected to the road. If this is
done very poorly, it will result in badly worn tyres and
no grip. If we have a well-engineered suspension that
aids the tyre to feed the load correctly into them, you
will have very good tyre wear and a good “handling”
car. Most of our fellow racers have heard of these pub
talk brawling after prize giving…..things like, camber,
caster, roll centers, anti-dive, anti-squat, roll rates, roll
axis, yaw….& so on & so on….until it all sounds the
same. There are people with doctorates and very intelligent software to tell you exactly what the suspension is doing wrong.... but the tyre doesn’t lie. In the
next Part, I will explore the differences in suspension
methodes.
Page 17
Harry’s Race Report
Unbiased personally opiniated text by Harry Lombard.
Race report on Zwartkops 13 April 2013
W
ith the big engine (1776cc ) break that I had at
the last race of 2012 at Zwarties ,I decided that
due to circumstances and finances, I would build a
1600 engine and then drop down a class. This in itself
was not so easy as I had to replace just about everything and the engineering people took ages to do
things, even after the December hols. Volkspares also
gave me some decent prices on a lot of spares and
bits.
The new engine when dyno’ed pushes out 16 kw less
on the wheels. On the week-end of Kyalami it rained
from the Friday and qualifying was in fairly damp conditions. At Kyalami I still found valve bounce noises
and the car did not want to pull out of corners-the
drivability just wasn’t there anymore. I also noticed
that the fields were down on numbers and I think
times are now changing to the extent that one can
actually hear the clinging of change in ones’ pockets.
Before Zwartkops I pulled the heads and bumped the
compression up and it now sits at 8.6 to 1. I also replaced the valve springs with some stronger ones and
reset the endplay on the crank.
On the Friday before race day it started raining as well
and on Saturday I left home with some drizzle. Getting to Zwarties, there had no tickets been left at the
gate for me and I was given a ‘spare’
set of the du Toit brothers. There
was thunder and lightning in the
distance. I thought it was going to
be one of those “all the time on the
stoep ge-stein and watch the rain
come dein” days. I really considered
turning around and going home,
but decided that the weather might
change and pushed ahead anyway.
I found most of the pits full as usual
although there was some space
available next to Green’s Mazda.
Page18
Qualifying was not easy as the car totally bogged
down coming out of turn2 and going through turn
4 –the sweep. It was almost as though the engine
donkeys just decided to go strike. Qualifying had
on pole Sophos-Alfa and no surprise here as he was
quickest at Kyalami by about 2 seconds, followed by
Cape Tonian Jafta, Paige Lindenberg -getting better
per race, Braun, Donker, newcomer De Lange ,Isabel
Raaths, Leyshon, Jacobs,M Willis, followed by the first
class G car of a sprightly 69 year old Willem Vorster,
Green, Greenslade, Q Willis, Kean, J Mostert, Woolley,
Div Hofman, M Mostert, Truter, Manegold, M Stewart,
M Verwey, Lombard, M Nell, Malan, De Ru, nr 139,M
Verwey, v Schalkwyk and newcomer lady Nikita Nell.
Before the race I checked and found that the left
hand carb was spilling fuel out over the top and decided to have a look at the float level. I looked inside
the float bowl and saw that it was very full.
After adjusting the float level I started the car just to
see whether it ran properly and there were no issues.
I just hoped that it would work properly on the track.
Non-starter was Jaques Mostert who at first bent
some valves, had another head brought out to the
circuit only to find that is seemed as though the crank
had either broken or the flywheel had departed from
the crank.
The pace on the warm up lap wasn’t bad
although the start was a bit fast as the front
bunch were already up and racing when
us rear bunch came down the hill. Some
of us lost out and some scored of course.
Not being one to mope about things, I decided to give it my best shot and hope that
the motor would pull cleanly. Sophos had
hoped that he could ‘bank’ his pole position and drove like a demon possessed,
but the rest of the bunch had other ideas.
Jafta decided that he wanted to be out
front and Braun had his car handling better and he too was optimistic. This bunch
was optimised with the inclusion of Meredith, de Lange-driving like he had stolen
the Datty , Donker, a bobbing and weaving
Leyshon-and Isabel Raaths. Jacobs, Paige
and Greenslade all put their bits into the
mix.
The G class bunch were doing their own dances with
Madala Vorster setting the dance pace trying to be
outdone by Mossie, Green , Kean and Woolley. Managold, Lombard, Verwey snr and Truter were keeping
each other honest whilst pulling a slight gap on Stewart, Terren and a bigger gap on L Verwey and Nell snr
who in turn had his hands full with de Ru and Malan.
Danie in the Beetle had his diff break after 2 laps; Marco retired the Fiat as did Quinten and Nikita. Lombard
in the meantime got pushed wide on the table top
by Manegold-unintentionally and try as Lombard
might ,the Alfa just had more donkeys when needed
which was down the straight bits. Lombard thought
about sticking his nose in at the end of the straight a
few times, but common sense and sanity prevailed as
it could have cost both in the sense of position and in
pocket. At one stage Lombard tried to go around the
outside through turn 4, but was boxed in between
Terran and Manegold. Keeping them under observation and in close attendance was Truter.
Paige in the meantime had some brain fade and undid all her hard work and lost it when braking as did
Sophos and Leyshon who spun in unison. Jafta in the
meantime thought that he could sandbag the race
and when he wiped the sand out of his eyes must
have thought-“hey my bru, where do you come from”
and found Isabel in the R100 on his tail. This wasn’t
for long as she just powered her way past down the
straight and then record a fastest lap time of 75.74
seconds where cut of is 77.33 secs. I’m sure he must
have phoned his friends in the Cape to ask whether
the mountain was still standing. There were some
mutterings about the weaving of Leyshon and the
fact that he had ‘jumped’ the start.
The final result was and elated Raaths winning from
Jafta,de Lange, Braun, Meredith, Donker, Sophos,
Leyshon, Paige, Greenslade, Class G first time winner
Vorster, Mostert, Kean , Wolley, Manegold , Lombard,
Truter, Mark, Marius, Terran, L Verwey, Nell snr, de Ru,
and Malan the last classified finisher.
The second race again had a very fast start and everybody tried to make the most of it. Going up around
Page 19
on the Mazda. From here the Camaro had a clear run
in front although the Mazda was chasing him down.
the table top on the second lap, Lombard again got
squeezed off the circuit and this time by Truter, even
though Truter had already passed him. Luckily I prefer not to do a lot of bodywork between races unless
necessary.
The front bunch decided to show the crowd how
things should be done and they all, jostled, jived,
ducked to outsmart each other without contact.
Lombard just got past Manegold at the table top and
then tried to go after Woolley with the Cortina having some good turning speed and again a few better
fed donkeys down the straight although Manegold
was in close attendance. Braun and Sophos continued with their rivalry not far behind Willis, Raaths and
Jafta, while de Lange was pushing Leyshon along
and pulling a slight gap on Donker. Greenslade in the
meantime had a determined Paige to contend with
as well as Jacobs.
Vorster was fighting a determined Green with Kean a
lonely few seconds back ahead of Truter and Mossie.
Woolley was pedalling the Cortina to the max ensuring he stay ahead of Lombard, the Ford every now
and then blowing a bit of smoke from a possible leak
somewhere with Manegold dropping slightly back.
Marco retired the Fiat after 4 laps when the clutch
cable broke. Marius in the meantime had Mark in
the Capri breathing down his neck with Lourens and
Gene fighting it out. Terran was chasing Nell snr and
de Ru drove to ensure he stay ahead of newcomer
Nikita in her Escort.
Jafta eventually heard that the mountain was still
standing and passed a surprised Isabel and they were
followed in turn by Meredith, Sopos, Braun, Leyshon,
de Lange, Donker, Paige, Greenslade, Jacobs .Behind
them Green decided that he wanted the class win,
and got ahead of Vorster and then came Kean, Truter,
Mossie, Woolley, Lombard, Manegold, Mark, Marius,
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Lourens, Gene, Nell snr, Terren, de Ru and Nikita.
In the higher classes Willie brought out his Opel
and promptly put it on pole with a 1min 6 qualifying
time. Apparently it was the first time in about 3 years
that the car had run and when shaking it down on
Wednesday, the motor blew breaking out a main out
of the block. They went home, found another block,
some pistons etc. although unmatched and chucked
together a motor for Saturday. He was followed on
the grid by Diedericks, Anton, Phil in the Z, Reyneke,
Seef jnr, Djurk, Ellison, de Wal, Jimbo, Cloete jnr, Theo,
Jannie in an Alfa, Deon, Johnstone, Smidt, Rautenbach, Sophos, Dawie, Lyle Poulter, Ladner,v Nieuwenhuizen jnr who broke his diff in the process, Prins in
Jono’s Datty,nr 325 and Gert Botes with another ‘put
together’ motor. Non-starter was Djurk in the Perana.
On the warm up lap Willie pulled into the pits saying that it felt as though the wheels were loose. They
were fine and he got going at the back of the field
only to pull in after one lap with dirt in the carb.
In the meantime Raaths and Diedericks were going
at it hammer and tong with the V8 having the speed
down the straights and the Mazda the handling and
better braking with the lesser weight.Behind them
there was a huge scrap between Phil, Reyneke, de
Waal,Seef jnr and Ellison. Close to them was Jimbo being followed by Cloete jnr, Deon, Jannie, Theo,Smidt,
Ladner and Johnstone. Rautenbach had Dawie , v
Nieuwenhuizen snr and Lyle following with v Nieuwenhuizen jnr, Gert,Prins bringing up the rear.
Lyle retired after 4 laps and Ladner got a puncture after 5, retiring going down the hill. In the meantime
Diedricks and Anton were giving it all and it came to
an end at the top of the hill when Anton went on the
outside of the Camaro, got clobbered, pulled ahead
of it and promptly got hit again. The damage being
quite bad in the sense that the door post was bent
Somewhere somebody fell off enough for the pace
car to come out undoing a lot of hard work and
bunching up the group. At one stage Jannie also had
some brain fade, falling off around the sweep and he
held it together very nicely although it cost him some
positions. The same happened to Ellison although he
did a better job-that is with the falling off. Jimbo had
the Capri siniging some sweet melodies and it seems
as though Reyneke has finally found his feet in the
Can-am with the handling sorted properly.
The clutch in the Camaro packed up on the second
last lap and Anton won from Phil, Reyneke, de Waal,
Seef jnr, Ellison, Jimbo, Theo, Smidt, Deon with his
rubber engine, Cloete jnr, Johnstone ,van Rooyen, Rautenbach, Dawie in the 450 SLC, van Nieuwenhuizen
jnr, Gert, van Nieuwenhuizen snr, Prins and last classified finisher Diedericks.
For the second heat the non-starters were Diedericks,
Lyle and Ellison. Willie of course started at the back
just to give everybody a chance and went on a charging rampage. Coming down the hill at the end of the
first lap Seef jnr had his Datty first dive slightly right
and then pulled up to the left, missing a few cars. On
inspection they found that the one front disc had actually broken.
Anton in the meantime made like Donald and ducked
while the going was good which wasn’t for long. De
Waal also decided that ‘today is the day’ and made
sure that Jimbo and Reyneke were to work for their
points. Cloete had Theo all over him along with Deon,
Jannie and Shawn.Djurk had the Perana up and running, but had to work hard to try and get past Gert
with Wesly keeping them both honest. Behind them
Johnstone was battling with Dawie, van Nieuwenhuizen jnr with Ladner further back ahead of Prins and v
Nieuwenhuizen snr.
Somewhere Deon’s rubber motor decided that it was
time to slow down and he fell back.
The final result was Willie from Anton followed by
Phil, de Waal,Reyneke, Bennet, Theo,Cloete jnr, Jannie,
Smidt, Botes, Venter, Rautenbach, Dawie, van Nieuwenhuizen jnr, Johnstone, Deon,Ladner, van Nieuwenhuizen snr and Prins.
Classes broken on the day were Isabel- Immediate
move to E, De Lange-observation, Vorster-observation, Green –moving to F, Jafta-to E, AND Reyneke
moving to class C.
A good day all in and as we had our races fairly late, by
the time we had packed up it was already fairly dark.
With the big break between Zwarties and Phakisa,
hopefully we will have some good fields and good
racing.
Lancia Montecarlo for sale
After 16 years of ownership, the time has come to offer my Montecarlo for sale. Chassis 5205 was originally owned
by the son of the South African importer and featured in the local Car magazine when it was new.
Its been mine since 1997 and I’ve been racing it since 1998. I race in Marque cars so the car has no roll cage and is
still very original. Modifications are all ‘bolt in’ and if desired, the car can be returned to standard.
The car currently runs a 2 liter motor (built for the 2011 season) with twin 44 DCNFs on an Alquati manifold. Spec
includes 12.9 head bolts, forged high compression Wiseco pistons, ARP rod bolts on new old stock rods, new oil
pump, water pump, crank cambelt pulley, valves and springs. Setrab oil cooler and ANSA 4-2-1 header. Crank, rods,
flywheel and clutch are balanced (pistons were within 1 gram as supplied). Crank has been lightly modified to improve oil flow. Motor was dyno’ed and produced 83kw at the wheels.
Other modifications include fully adjustable LEDA suspension, Montecarlo S1 front hubs with Uno turbo ventilated
discs and Punto calipers, recently refurbished 14x6.5”
Compomotive rims, 3 pipe brake conversion, Goodridge braided brake hoses, Sabelt FIA approved 4 point harness.
I have a large quantity of spares which are offered with the car, these include:
1 complete 2 liter motor and gearbox assembly with all ancillaries.
Alquati manifold, 40 DCNFs, 1800cc cast pistons, ARP rod bolts, fully balanced, etc.
Parts for 2 liter motor to same spec as installed - same Wiseco pistons, new oil pump, water pump, balanced crank
and rods.
Head with new valves and springs. Also with clutch and gearbox.
Standard suspension - complete. Will bolt in as suspension mounts are unmodified.
2 sets standard front and rear hubs with discs and calipers. Also rear suspension ‘A’ assemblies and engine cross
member.
Front bumper,
Headlights,
Windscreen - original.
Instrument panel. Glove box. Gear lever and forward linkage - new.
Rear linkage - used.
Pedal box with master cylinders.
Steering wheel.
2 sets of seats.
Interior trim and carpeting - these are spares, the car retains its interior trim and original seats (now leather covered).
Spare soft top, and all fittings (no plastic straps).
Spare fixed glass (rear 1/4, rear window and sail panels.
Set of original wheels.
Spare fuel tank.
2 rear grilles,
3 rear bumpers (with 2 rear fog lights),
1 left tail light assembly.
Large quantity of miscellaneous parts including:
ARP rod bolts (several sets). 2 x 40 DCNFs, gaskets, fasteners,
wheel bearings, clutches, brake pads (original front and rear
and Punto fronts), manuals (Haynes, Croft, factory).
I would like to sell everything as a single job lot - R100 000.
Oralternatively, the car for R80 000 and the parts for R50 000.
Cheers, Simon
082 493 2092
Page 22
Porsche Carrera 2.8 RS spec
Light weight body panels, engine lid and bonnet.
Car weigh less than 1000kg
Porsche Boxster brakes
New rebuilt engine Race Spec 2.8 MFi Engine.
(Carillo conrods; 964 oil pump; Race headers & exhaust; large valves; ported heads; re-enforced & gasflowed engine casing, JE pistons, titanium valve retainers, racing valve springs) and
Rebuilt 915 gearbox with RS flywheel and clutch and LSD (limited slip diff ).
Roadworthy and registered with Historic RacingCar Register Passport for 2013
Including Extras available.
4 genuine Fuchs Rims for extra set of wheels
Porsche SC 3.0 Engine (long-block, casing, crank and heads already machined)
Contact Evert 082 782 4251
R354 000
Pricelist
Classifieds - no charge
-All for sale ads
Adverts full colour (members) per issue
Full page = R200 (w) 210mm x (h) 297mm
1/2 page = R150 (w) 210mm x (h) 148mm
1/3 page = R100 (w) 210mm x (h) 99mm or (w) 70mm x (h) 297mm
Adverts full colour (non-member) per issue
Full page = R500 (w) 210mm x (h) 297mm
1/2 page = R280 (w) 210mm x (h) 148mm
1/3 page = R190 (w) 210mm x (h) 99mm or (w) 70mm x (h) 297mm
All ads need to be sent in high res pdf format.
Deadline for all ads are the last week of each month.
Please send all details to: [email protected]
Contact Ilani Vonk: 082 457 4150
For free adverts in the classifieds section, please send full
details to [email protected]
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