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Car Club

cI- P Harlow Lower Hutt

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526

10",.-On the Cover: Model - Napier

Ruxton GT see page 30.

July 1997 . Issue 6 Volume 10

In This Issue

Club Officials

President Derrick Halford

Secretary Grant Major

Treasurer Steve Strain

Club Meetings The Constructors Car Club Inc meets at 7.30 pm on the second Tuesday of each month at Silverstream Park, corner of Eastern Hutt and Landfill Roads, Silverstream. No meeting is held in January. 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.

Coming Evenis Fuelstar Correspondence Meeting Minutes - June 97 Garage Tour 15 June 97 Almac TC Build Ramblings of Barstool Internet addresses President's Report The CCC Garage Tour Why I wish I was a Fl Driver Will you do an article ...... TVRsin CCC Monthly Quiz Whos Who July 1997 New Members Another Sabre President's Cup Points My Almac TG If You Have an Itch ..... Part 2 Tri-Via The Humble Bracket Kit Cars - Almac Cars featured Lotus Elan + 2

2 3 3 7 8

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37 ........... 44

Club Correspondence to: Mag. correspondence to:

Typesetting, graphics and printing by:

Editor Alan Stott

Ph & Fax: (04) 528 7203

The Secretary Constructors Car Club Inc Box 45-064 Epuni, Lower Hutt

NSServices Silverstream

Ph 81. fax: (04) 528 5056 e-mail: gderb@ihug.co.nz

Coming Events

Tuesday 8 July Club Night

Epiglass Courtaulds Coatings Ltd is the Company - Jim Cottles, tonight's speaker, is their expert. If its fibreglass or one of its cousins, the word is Jim's the man. As it's highly unlikely that there is even one person in the room tonight who has nor had a go with the fantastic plastic at some time, often with less than perfect results, some advice from Mr Cottle will not go amiss.

Plus plus

Technical expert and technical committee member Dave Clout, is either speaking himself, or getting an another equally expert person to speak on one of those obscure technical problems that has most of us picking up the phone to Roy or Neville to solve.

Tuesday 22 July

Was to be an evening event involving chrome plating - powder coating etc. However because of special new equipment being installed at one of the companies, this has been postponed and has, at the time of writing, not been replaced with another event. The July tyre evening previously advertised· may, however, still take place. (Keep holding your breath. You will be advised)

Tuesday 12 August - Club Night

Be sure to be at this night. Ross Church, ex Wellington correspondent for the Classic car Magazine, and now rally director for the huge (almost 200 entries at the time of writing) October Link Rally will be speaking.

Ross is a verY interesting speaker with a lot to tell. The whole Link programme is full of fascinating events with the car rally

2

being especially important. Entries from all over the world are flooding in for the event, the latest today being an entry for Eion Young who will be returning to drive the latest Jaguar. At least one entry so far has been received from a CCC member - you have been told. Don't miss August clubnight!

Fuelstar

Sadly our speaker on Fuelstar scheduled last month had to withdraw at the very last minute. Things are unfortunately not changed for Garry and we may not see him for some considerable time. However Fuelstar's Auckland Office will find us a speaker later in the year. This delay may not however be all bad. Carol Martin, Fuelstar's car club contact, tells me that the AA, after considerable pressure from the public and their own staff and a meeting with Fuelstar, have agreed to organise and pay for an independent professional test of the Fuelstar catalyst.

Following are copies of correspondence between AA and Fuelstar giving the details of the projected test and the items and standards involved. It is interesting to note that a NZ manufactured unit and NZ fuel will be used. Fuelstar themselves have no idea where the tests will take place or who is doing them. The results should be available in approximately three months time. We will try to organise a speaker after the· official results of the test are known.

At this stage, Fuelstar are confident of the result of the tests.

Next Committee Meeting

Tuesday 15 July 7.30pm Alan Stott's home 53 Blue Mountains Road Silverstream

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NEW ZEALAND AUTOMOBILE ASSOCIATION INC

Ian Cornelius, Managing Director, Fuelstar New Zealand Ltd Box 5194 Wellesley St Auckland

Dear Mr Cornelius,

The New Zealand Automobile Association Inc AA Cenlre. 342-352 Lamblon Quay P.O. Box I, Wellington NEW ZEALAND Telephone 04 470 9999 Fax 04 471 2080

23 June 1997

Thank you for the discussion on 17 June, which I found very interesting and useful. The purpose of this letter is to confirm what I said at that meeting: namely, that the AA is pleased to inform you that we are after all able to test Fuelstar.

1. The test begins in an expert laboratory this week. The major thing we will be testing is your claim that Fuelstar enables vehicles designed for leaded fuel to run on unleaded, without pinking or engine damage. That part of the test will be carried out to the Australian Standard AS 4430.1 - 1996: Evaluation of devices and additives which claim to improve vehicle performance. Part 1: Engines designed for leaded petrol to operate on unleaded petrol. I am aware that you approve of and endorse this standard.

2. As I explained at our meeting, the AA is commissioning this test at arm's length. We have specified what we want tested, but not how. The expert test laboratory determines the test method, which is subject to expert peer review by a reviewer who has no connection with the test laboratory. At the end of the test, the results will be evaluated by the test laboratory, not by the AA, and the evaluation will again be subject to peer review. The article eventually published in Directions magazine will be sent in draft to both the test laboratory and the peer reviewer to ensure it fairly and accurately presents the results of the test. The integrity of the published findings will be vouched for by the head of the test laboratory and by the peer reviewer.

3. In the next issue of Directions we will state that we are testing Fuelstar, that this will take several months, and that the results will be published in the first possible issue of Directions. Since we are carrying out this test in the public interest the results will be available free of charge to the news media, motoring organisations and regulatory agencies, both here and in Australia. As the manufacturer and distributor of the product, you will of course receive free of charge the full test results, which no doubt you will find invaluable in light of your own wish to test Fuelstar to the Australian Standard.

4. I have your fax of 20 June regarding the model of Fuelstar you feel should be tested, and the question of vibration. Since it is for the laboratory, and the peer reviewer, to determine the specifics of the test method, we have forwarded your fax to them.

~inCerelY

July 1997 3

NEW ZEALAND The New Zealand Automobile Association Inc AA Centre, 342-352 Lamb'on Quay

AUTOMOBILE ASSOCIATION INC P.O. Box I. Wellington NEW ZEALAND

Ian Cornelius, Managing Director, Fuelstar New Zealand Ltd Box 5194 Wellesley St Auckland

Dear Mr Cornelius,

Telephone 04 470 9999 Fax Q4 471 2080

24 June 1997

Further to my letter of 23 June, I can now advise: (a) the model of Fuelstar used in this test will be a PS 120, purchased from an

authorised retailer in Wellington and sent to the laboratory as purchased (b) the test laboratory assures us the canister will be mounted on the test engine,

Sin~/eIY,

(~.;~' Di Smithies M naging Editor A Directions

Club Meeting Minutes June 1997

Apologies: R & J West T Johnson M Beauchamp J Hadley I Macrae J Hill

Visitors

Frank Clark interested in cars generally, a Triumph fan too

Andrew Best generally interested in cars & our club

Andrew Priest from the UK, has built previously, and owns 2x TVRs

Conrad Petersen friend of Terry Johnson

Neville Watkin 2nd time around (was here last month also)

Previous Minutes

These were taken as read and accepted.

Events

4

The garage tour is scheduled for this coming Sunday, commencing 10:30am at Platform 9 of Wellington Railway Station. Six to eight stops are planned, with lunch at Pizza Hutt, Crofton Downs, the run

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continuing through to the end of the afternoon somewhere in Wainuiomata, This event is being organised by Dave Clout.

Committee Report

The committee has been processing the usual business of the club, in meetings and events, and has no extraordinary business to report.

A reminder that subs are due, for those who have not paid already.

Correspondence

Regular periodicals from other clubs have been received and are available for the perusal of all club members,

Magazine

A reminder that the magazine is seeking advertisers, You or your business could place an ad for a whole year (11 issues) at the modest cost of $90 for a full page, $50 for a half page or $25 for a quarter page. Enquiries welcome, to the attention of Alan Stott.

Dave Beazer is collating information for an article on Almac kits and cars. Any contributions would be welcome, and should be directed to D Beazer.

We are pleased to note that B Leitch (of Leitch kit-cars) commented favourably on the magazine after we published an article on the Leitch cars.

Technical Committee Report

A note was made in regard to the minutes of the Technical Committee, in that R Stroud's car is waiting the rolling chassis check (not design check).

R Hoare offered some comment on the LVVTA 'alternate standards' currently being reviewed.

July 1997

Interior impact rules have a specific requirement for the measurement of location of 'hazardous' protrusions. This specific measurement can be practically checked by inflating a balloon to approx 165mm diameter, and attaching the balloon to a string of approx 800mm. The balloon represents a human head, and the string a human spine. The end of the string should be placed at the height of the hips in the drivers (or passengers) seat, and the balloon moved through the limits of its travel. You will find that objects hidden behind the steering wheel are 'safe' as they cannot be contacted,

Interior impact also requires that solid structural members are 50mm or more behind the face of the dashboard, to prevent injury on the unyielding structural member in the event of an accident. The technical committee highly recommend the fitting of an under-dash panel to protect feet and legs if they are flung up into the under-side of the dash in an accident.

It is noted that flat-spoked steering wheels (with no 'dishing of the hub of the wheel in comparison to the rim) are only allowed if the centre of the wheel is padded and of a minimum diameter, to protect the drivers chest if flung against the wheel.

Note that there is an underlying question of the political motivation for some of this legislation. It is seen that such requirements move the onus of responsibility away from the vehicle driver, and that this then may move the costs of care or reparation (in the vent of an accident) away from the ACC.

Wanted / For Sale

For Sale 2x Austin Allegros, 1 x automatic, 1 x manual, free to a good home, see R Hoare for details

For Sale

Wanted

Lotus 7 kit, see D Beazer

electric fuel pump, see B

5

------------------------

Robinson

Wanted twin carb manifold for Spitfire, see T Parrant

Wanted heater control, similar to that used in Morris 1300, see M Boven

Wanted HZ Holden 308 or 350 with floor change box, body condition unimportant, see D Clout

For Sale wide rims to suit Challenger 5-stud pattern, see B Worboys for details

For Sale Isuzu Gemini front subframe, see T Hutchinson

General Business

It was noted that our guest speaker, from Fuelstar, had passed his apologies and was unable to attend the meeting as planned.

A general discussion on Fuelstar and similar devices followed. It was noted that NZ Classic Car magazine has been running some tests on the product for a time now, and that the AA Magazine commented on the product in. fairly scathing terms recently. The devices are purporting to replace the absence of lead in petrol with traces of tin introduced by the product when inserted into the fuel line.

The discussion noted that LPG & CNG as lead-less fuels ran happily without the same valve seat problems. This was attributed to their clean-burning nature, with complete combustion.

The new unleaded petrol's had been noticed to be 'gummy', for example leaving deposits on the valve stems. The incomplete combustion resulted in deposits sitting on the valve seat causing the valve to fail to close completely, and causing hot-spots as the deposit was subsequently burnt off. This is made worse by a 'dirty' motor that has difficulty

burning the fuel cleanly. Conversely this is improved by running a motor at a hotter temperature to improve combustion, and running hotter plugs to burn off deposits and improve sparking.

Fuelstar have been reported as committed $30,000 to research in an effort to prove the function of their product.

D Clout noted from experience that rough­running can be caused by the fuel filter in the petrol line. The filter could become clogged and restrict fuel flow to the motor, and this problem appears to have become more frequent with the new unleaded fuels.

S Strain presented a limited slip differential crown wheel and pinions for inspection. It was originally from a front wheel drive Lancia, and appears very similar to a standard differential, with the addition of components that provide friction resistance between the pinion gears (to encourage them to move in unison).

J Thompson presented a steering wheel that had come from his recently acquired (completed) kit car. He thanked the technical committee for their advice and noted that following the advice he had discovered the potentially life threatening hazards of the car. The throttle linkage had two springs, and if either had become detached the throttle would have stuck on full open. The ride height had been achieved by all four springs being cut down, and the vehicle was wearing four different (sized) tyres.

Membership cards for the new club year '97/'98 have been issued, -and are available for collection.

Raffle

An impact driver, won by B Worboys with number 56.

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The Garage Tour Sunday 15th June Well what can I say - I was Impressed, a truely great turnout. Some in their "constructed" cars, others in their everyday cars, some in their "classic" cars and even two on motorcyles. A really impressive sight. It makes it all worth while planning something when so many cheerful enthusiastic members turn out. No one

. believed my list of excuses for leaving the Leitch at home. Luckily it didn't rain all day so one of my excuses was out the window straight away.

I believe someone else is doing a full write­up of this event so I can keep mine brief. My special thanks to all those who turned up, those that let us invade their garages and to Eleanor for providing the afternoon tea at the end.

Ron Lowe's Sabre proved an ideal starting point - it's always good to see these cars at their various stages of construction.

As usual I knew Brian Worboys would entertain us - not only with his comments, quips, antidotes etc but the "drive" demo was the highlight followed by a cheeky -"okay does anyone else want a go". We were all too stunned to respond.

Lunch at Pizza Hut was entertaining in more ways than one - the service, the choices etc.

The "Spider" of Ron Stroud made a few of the "7" guys admit that if the kit had been

Stop Press - Quiz Car

around a bit earlier that's what they might have gone for - nice.

George Ulyate's "Monoposto" is starting to take on it's final look - an impressive owner designed and built - good one George, clever use of some basic car components.

Phil Derby had a few who had never been to his parent's place before guessing with his "hoist it out of the Way" garage feature. Here's a member who has ·two projects on the go - both interesting in their own right.

John (it's from a Fiat Bambina) Bell kept us smiling as he explained the "tricks" used in the construction of his latest three wheeler.

The look on peoples faces who have never seen John Mander'S "truck" before is well worth seeing. Looking good John.

Doesn't it make you green with envy when you see the set-up some people have to work in! Mathew Cooley is the lucky one -Dad provides a proper full sized workshop for the construction of the "race" car, plus a team of consultants!

The complexity of Roy's "Lotus" intrigued many - makes you appreciate a simple "7".

That's my brief assessment of the tour as I saw it - once again, thanks to those who turned up to what was a long day.

'Two minutes Cheers,

Dave C

Walking through the door after returning from his European Tnp, first thing John Hill picked up was his 'Spare Parts', then the telephone. "Hi! its a Chaika, " he said, "made in Russia. " I said "Welcome back John, now any other detail?" "Yes bottom shot is taken outside Comrade Yuri Alexis Place at 23 Kiev Prospekt and the person in the car .... " "Thanks for your call John, I'll see you on Tuesday night!". Bloody Know All! Ed.

July 1997 7

AlMac ¥C ]luild

As an early member of the CCC, I was as keen as anyone to build a car, the question was what car. A good mate, Robin Jury wrote to the UK and bought the plans for the JC Midge. I looked at these, but decided it was a bit ambitious for a first attempt. So I looked around for an unfinished project. Two were on offer, an Almac TC, advertised as partly finished and a Terrapin in, similar condition.

Well I looked at the Terrapin. A bare chassis with the suspension bits all welded up and most of the parts to complete the build, including motor, wheels and tires even. The problem was the Terrapin is at most a one and a half seater, really a track car that could be used on the road. That same chassis is now hanging in my garage and the motor is sitting on the floor. Small world.

So it was out to Miramar to look at the Almac TC. I had looked at this kit at a car show held in a woolstore in Seaview. There were two cars on display, a finished car in red, built on a purpose built chassis and taking Isuzu running gear, the other car was in the form of a bare chassis with a Holden six mounted on it. This chassis had a Viva front cross member and a Hunter rear axle. This was the first chassis that Alex had built for the TC. He then decided to use the Isuzu bits, so the Viva/Hunter chassis ended up on the mezzanine floor back at the factory, sans the running gear. This chassis now sits in my garage.

Small world!

8

Derrick Halford

Back to Miramar. Well partly finished was something of an exaggeration. The body was sitting on its side. The under parts had been sealed with a black coating used on boats, to prevent water getting onto the glass. It had also been brushed up about one to one and a half inches onto the gelcoat all around the bottom edge. That was the total work done. Chassis, I asked. It was rusty sq I dumped it, came the reply. Screen, I asked, not supplied yet, came the reply, but I do have a steering wheel! The asking price was $2,500, the same as the Terrapin as it turned out.

Well after some haggling, it was mine (and two other peoples at the time) for $1,800. With Roy Hoare's help, I brought it on home. By that time, the screen had also arrived. Now I am not sure where the Herald chassis came from. I do remember I picked up two from my spare parts depot (Wainuiomata tip) and three from a guy called Joe here in Wainuiomata. He was building both a Herald Ute and I believe a Burlington Arrow, a plan based kit similar to the JC Midge, but a little more sporting looking. I saw the unfinished Ute but that was all. He had about five Heralds rusting away in his back yard. I could have any three, but they had to go that day. We managed to get two at once on a car trailer borrowed from AJ, a past club member, and towed the last one. You should have heard her indoors when we arrived home! So two hard weekends were spent reducing the cars to a smaller pile of parts that could be hidden in, around and under the garage and house. So I was on my way, a

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genuine member of the CCC, a kit car builder.

The Almac TC was the last one that Alex produced for the Herald Chassis until Brian Robinson came, along, about body number seven I believe. The one chore that I really did not look forward too was cutting out the doors. Most of these early cars had suicide doors, hinged from the rear. I decided to hinge them from the front. Alex had thoughtfully moulded a line into the gelcoat to show where the cut should be. I followed his advice (line) and it worked out very well.

Some parts I really worked hard on. The brackets to hold the head lamps I made from an alloy bar, the cup supplied with the chrome headlamp shells and bog. Once completed, I had them sand cast in aluminium. Most other builders of these early kits hung there headlights off the side of the grill, yuck! I still have the fibreglass head lamp shells supplied with the kit (any offers?). The door hinges I fashioned from wood and had them sand cast in bronze. Roy Hoare cut the threads in the blind holes drilled from the back to secure them from inside the body and door and drilled the holes for the stainless steel pivot pins.

The dashboard cut from a sheet of aluminium by Roy Hoare who also milled the holes to take the Fiat instruments. The gear change, Fiat again, mounted on a pedestal welded to the chassis. The first attempt had first and second gear positions transposed, tricky when driving. Soon changed. The wiring harness made by myself from scratch, including a full set of fuses. Working out the wiring to the printed circuit board backing the Fiat instruments was great fun, all drawn out

July 1997

on graph paper and handed on to Mike for future reference.

The original grill surround was also in fibreglass, I cut and reshaped this, made it thicker with a build up of bog and had this sand cast in aluminium. Terry Vid, another TC builder and ex club member borrowed my 'mould', reshaped it yet again and had a cast made for his car too. Alex has cursed me many times about this, trying to sell me a stainless steel surround, like the one on his own TG, but I think mine looks the part, even if his does look more like the real thing.

Eventually, the car was roadworthy with a 1500cc Triumph Toledo power unit. I also fitted, after a lot of customising, the front drum brakes from the Toledo, bigger and much better. A year on the road, used every day for work and two more engines later, all old units that eventually succumbed to' my 'flat out' style of driving, especially over that hill, I sold the car to one Mike Boven. Story over, no, just beginning, but that is for another day.

In closing many thanks must go to Roy Hoare for his help and just listening to my thoughts at times, John Nays, at the time a next door neighbour. He assisted in lifting the body on or off the chassis so many times, when he heard me working in the garage, he would travel between garage and house on hands and knees to avoid 'the call'. Alan Price for his patience teaching me to weld and his inspiration at times when mine was flagging. Alex MacDonald, always prepared to listen and offer advice and finally to a great supporting cast, the Constructors Car Club members, many more of whom helped in various but important ways.

Thanks guys.

9

RAMBLINGS OF A SINGLE-MASTED BARSTOOL

i~ . I am now sitting knee deep in crumpled bits of paper. In economic terms : . that is bad, in nerve terms it is worse and my fingernails are almost non T

-=--'

existent. Such are the trials of a monthly magazine contributor. Imagine what daily column writers must be like.

That's got that bit done, so on with the good stuff. For the first time in many months I have the feeling that all the work of the past few years is finally becoming worth while.

The beast is now sitting on its own springs, not the rigid experimental wooden ones that most have been used to seeing for quite a while now. The man at Jaguar springs has the utmost patience and is very helpful to boot. His prices are not bad and he is prepared to make springs to specification.

It has been a pleasure to tighten bolts knowing that the chance of having to undo them is remote. The front end is locked in and the spacers for the front rose joints on the back axle links are due to be turned and fitted next week. That will take care of the back end. Next on the list is bleeding the brakes. After that it only needs oil in the diff and gearbox and I can go for a drive!'

The ship carrying my wheels is due to arrive in the big Auck on the 19th. A safari to the northern climes is planned for the following weekend. I intent to take it quietly with a few stops to see what members further afield are doing. I also hope to have a look at the efforts of some of the people up there.

I will also try and fit in a visit to MOTAT. Have not been there for twenty years so hope to notice the improvements.

We had a garage tour arranged by wee Dave. I did not partake in the travelling as

10

I have seen most of the garages visited. I also had a v'ery messy garage to clean up as my humble hacienda was on the agenda.

You can imagine my surprise when almost to schedule a large group of people arrived. Their cars filled the street and they in turn filled the shed. I had taken the trouble to push the beast outside for the benefit of all. I was also pleased to see members of the tender gender in attendance. All too often partners have no interest and miss out on a lot of fun. Or am Ijust being sexist?

The allocated time for their tenure was well spen't answering questions and listening, or should I say eavesdropping, on some of the comments being made, especially by those who had not seen the car before. Don't get me wrong, I enjoy basking in compliments, but I have my feet sufficiently on the ground to know that I could have done some things a lot better. Next time.

They left as quick as they had arrived. On to more interesting projects. I know they would not have been disappointed at Phils place. He has one and a half cars to show and the workmanship is excellent.

Well having had little expectation of actually getting enough down on paper I am happy to say I have reached the second sheet A4.

The car quiz. I suspect that A.S. or the publisher or both must spend a lot of time perusing the oddest of publications to

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find the cars to tease our skills with. I have very little in the way of car books from a Eastern Bloc, and what I have I cannot read anyway, so it wasn't much of a help. I do know that a number of US automobile dies and such found their way to the USSR after the war and that many clones were produced. Pre-war vehicles were produced by ZIS in deference to Joseph. When he fell out of favour the same vehicles were produced by ZIL and somewhere along the line ZIM came into the picture. Most were know by numeric titles with' the odd name being thrown in for good measure. The "Chaika" was favoured by Brezhnev. Most of the cars produced were limousines catering for at least seven persons and were powered by huge engines, usually V8 and had the ability for high speed motoring. Needless to say this type of car was not available to the average Joe Soviet.

Smaller cars were produced for export by Zaphrozets, Moskvitch and possibly Moskva.

The cars pictured appear to fall into the limousine class and one would have to assume that they are either 'ZIL or ZIM. I am unable to identify which model they are. I have no doubt that all would have been fitted with lUxury appointments and included electric windows as early as 1946. My research also uncovered a well kept secret that many of the USSR produced cars used parts manufactured by contemporary US car makers. Headlights, grills etc were quite common. So who really did put an end to the cold war. Detroit maybe?

On that note I suppose I had better call it quits.

Happy motoring. Do it alternatively but safely.

The BARSTOOL.

/J)f3:tIJ:tt3j£3j'IJjIJjIJ:tfJjt3)IJj/J) (1~ ~ <J'-Ytl. ~'t;YA o( He: the Internet (~ "Jail A lot of members seem to have Internet addresses now. As the <S ~. E-mail is a good way to dispatch a lot of information quickly I have 'ail

«~}'.'¥" decided to add any Internet addresses to the club database. So (1., ~ "J. can you please E-mail your address to: "J.". (f~}.··.'~ patrick.harlow@clear.net.nz ~~

<..J1JjIIII and I will add your address to the database and print them out for "J.". ~ all in a later magazine.

~;; .. "* PS: Chevron Cars now have a page on the Internet at ~~ http://www.chevron.co.nz/1Jjllll

~:; Patrick Harlow ~~

I3ll3)!3)!3)!3)!3)!3)!3)!3)!3)!3)I3) July 1997 11

Month three and I am still wondering how I got this job? Grant and the rest of the committee had the meeting without my presence this month, I wonder what went on? I must admit that things around the Halford household totally distracted me and I completely forgot about the meeting. Hopefully by the time you read this, I will be up to date on happenings.

Did you attend the garage tour, no? what an event you missed. It was good weather right to the end, some fascinating projects on display and' some members really made an effort to show their projects in the best possible light. I have watched the progress of George Ulyate's car from the earliest days. The chassis was a work of art, designed and completed to look as good as I am sure it will perform. The fixed paneling, painstakingly riveted into place (painfully too if I remember George's comments) was once again completed to perfection with all the rivets carefully spaced along each seam.

Now we come to the piece de resistance, the envelope of fiberglass that will sheath the completed car. Again George has excelled in producing a gorgeous shape to both the front and rear, emulating the Ferrari Tipo after which it is styled (I was going to say 155 but afraid to in case I was wrong!). The actual finish on the bodywork is also smooth and looks very flat, if you can say that about a shape that does not have a flat in sight! When.! see a car being produced to this level of perfection I can only stand back and admire the dedication of people like George who have so much patience.

To follow this we saw the Mandermobile that in may ways echoes all the sentiments expressed above. Following on we had Roy's new generation all fiberglass device. Now forgive me Roy if I say 'more of an engineers car'. By this I

12

mean some very clever solutions to difficult problems. Roy has not taken the easy way out on any of them, but has worked his way through to a solution that while possibly not elegant is certainly very serviceable. He has had a lot of help from brother in law, Darryl, particularly on the electrical side. Knowing Roy, the finished article will really look the part and will also perform. Did I say elegant, never, but good, oh yes.

I could go on about Matthews race car, Brian's Rat, a Sabre and a MaCrae Speedster, but I hope someone will do a full report as I missed Phil's offerings, couldn't bear to see what dastardly deeds he had committed on a Rover SD1!

So with heartfelt thanks to Dave Clout for a well-organised and run event, in Forrest Gump's words, '" haven't anything more to say about that".

I enjoyed last month's club meeting, with some lively discussion on the merits or otherwise of additives for lead free petrol and the early finish of the official business, giving plenty of time for members to chat to each other and still getting a reasonably early night home. It was also good to see that we had new visitors and potential members yet again. It seems we attract· new people regularly. We will always lose members for various reasons, the hobby does not suit all those that come along and others move away from our district, so we must continue always to attract new people to come and see us. Someone on the committee has been thinking about this, as I have received e-mail from a potential member who saw my address in NZ Classic Car magazine, now I haven't seen the latest issue, but presume it now has my email address included in the club listing.

Great move whoever, thank you. Derrick Halford

Spare Parts

The eee Garage Tour

For those of you who are reading this and have never been on a garage tour . before, you do not know what you are missing out on. Our club is renowned for the variety of events and activities we hold from Ten-Pin Bowling through to weekend trips away, and the famous garage tours are no exception. Basically we turn up at peoples garages, look at their car or cars, whether complete or in progress, get some run down on the details and it gives you a chance to take a closer look at how people have done things.

Well need I say more, Sunday the 15th

June was the day, a reasonably nice one for Winter by Wellington's standards and apart from some sightseeing in Wainui first thing in the morning, what with a chainsaw rampage and so forth it was a good start to a busy day. Dave (It's looking too overcast for the Seven today) Clout was our organiser and we all met at the Railway station where we departed moments later on time might I add. On the way to our first garage Dave gave the gathering some helpful Wellington tips, such as pulling out wide to go round a sharp corner for Grant (I'm driving the new clubrooms) Major and using his Hazard Lights to warn of speed cameras up ahead. I believe the left blinker trick at a right hand corner was to scare off any law abiding citizens.

A short trundle up the hills into Seatoun where we visited Ron Lowe, who is well under way with one of Alex (see elsewhere in magazine for write up) MacDonald's Sabres. Most of the wiring

July 1997

Matthew Cooley

now looks complete and now it seems as though the dashboard is getting a bit of attention. At this stage, just before we left, I managed to get the only head count for the day - 26 enthusiastic people.

Ron Lowe's Sabre

The next visit which took us on a meandering long drive back out to Karori was to Brian Worboys homestead, where sitting in the garage was the Road Rat, next to junior and midget (or were they the Mark 1 and Mark II models?). Brian's car which is based upon Volkswagon running gear had the motor and trans· turned around

(Continued on page 14)

Brian Worboy's Road Rat

13

(Continued from page 13)

the proper way, with a crafty looking gear linkage mounted on the outside of the car. Brian was keen to show us all how well it went, and thanks to Watties for sponsorship with new metal air filters, he was able to beautifully with a quick 10 metre hill climb.

Next stop which was well deserved after a hard morning's work was at Pizza Hut on Churchill Drive. We had four at our table so decided to order the "Family Deal", however Dave and Carl had to arm wrestle it out for who was going to play Mum or Dad whil$t Dad and I were content with being just children. Anyway, we shouldn't have to pay? During dessert I'm sure I heard Roy offering to pick up the tabs but refused when Rob West went up to order seconds.

Next stop was just down the road at Ron Stroud's place where we visited his McRae Porsche Spyder under construction. A very well constructed body as it .has a very strong looking centre tub and rear hinged area. The kit is now at it's 'Build me faster stage' with running gear and suspension all in place.

Ron Stroud's McRae Porsche

And thanks to Steve Strain, who gave me a ride in his Stratos up to George

14

Ulyate's place in Trentham. It was a pleasure being driven in such a fine machine. And speaking of fine machines, George's 'Monoposto' is coming along real well and we were also privileged in hearing the motor running - it's a Datsun motor naturally and of course it sounds like a Ferrari.

George Ulyate's Monoposto

Next it was a quick flick down the road to the Derby's house in Silverstream, home of the club magazine and some projects being completed by Phil. First there is his 'Special' he is working on which was originally another one of Alex's creations which Phil is powering by a 2 litre Alfa motor with the transmission located in the rear. The second should be called 'Cut me rover in half', as that's what he plans on doing, and thirdly, a padlock and bracket mechanism which holds the boot open on his RX7. Aerodynamic Wing perhaps? Also new comers got to see the steel garage which Phil has created, which involves a pulley in each corner which hoists the car up into the roof. Patent pending!

I suppose you're wondering how Dave managed to fit all this in, but I haven't finished yet. Next it was off to John Bell's home where we got to have a close look at his three wheeled TRI-VIA

Spare Parts

project powered by, I believe, a 500cc motorbike engine. It should go very well, and as shown in the photo, Captain Clout is already practising right hand signals.

Captain Clout turning right in John Bell's Tri- Via

Possibly the most awe-inspiring vehicle in the club was next on the agenda. The graceful and elegant 'Napier Ruxton GT' of John Mander's. Unfortunately the photo does not do this car justice, but in the near future we will see John parading the streets of Lower Hutt and going by the rumble of the Chev V8, it should cruise along quite nicely.

John Mander's Napier Ruxton GT

Right then, we're off over the hill into Wainuiomata, first stop Dad's work,

July 1997

where we had my Datsun Race Car on display, as well as Dad's Chevron and Dave Beazer's CRX he is selling. The Race Car is coming along great now, with final paint only weeks away. Motor is complete and ready to drop in.

Matthew Cooley's Datsun Race Car

Last but not least by all means, was the stop at Roy's place to take a look at how the Heron is progressing. Roy gave a quick talk on throwing out Japanese electrics and making your own . especially for the design of the doors, which incidentally, have electric windows, central locking, electric mirrors and clearance light when the door is open. The car is coming along great, and most in the club look up to Roy for taking on such a mammoth task which has seen him redesign and build the suspension and rear subframe to name a few. Proceeding the talk we were ushered into the house for a cup of tea and sausage rolls. Mmmmm. A wonderful end to a magnificent day.

The turn out was brilliant for such a club event, many thanks to Eleanor Hoare for putting on a lovely afternoon tea, to all those who showed their vehicles and those who came on the tour and special thanks to Dave Clout for organising a great day.

Well done.

15

,why I wish VvqS q F1 d tivet but c\on't tell my wife please!!!!

PIT BELLIES II!!! RiB They are known for obvious reasons, as screwdrivers. Usually blonde, often tanned and always sleekly beautiful, they are dedicated to their task as the Formula One drivers they seek to enchant.

The drivers wives call them paddock ponies, because they understand the intentions of these glamorous women.

Screwdrivers aims are to bag a driver and preferably one who is youngish ! (like me of course) and unattached. The women who want these young drivers, match them for raw and urgent competitive instinct, (blimey !!!!).

Now I know why that certain Mr George Ulyate is building that fine looking Monoposto, a Ferrari F1 in disguise, your motives are suspect George Schumaker.

A recent quote of Scottish driver, David Coultard's lady friend.

"There are always girls around" she said, with a shrug, "but I trust David", (silly girl). After a 4 year relationship, the beautiful blonde was suddenly disengaged like he was changing gear at Monaco. He apparently relented to the woos of the predatory screwdrivers, (what a wimp).

Nelson Piquet once famously observed, "Grand Prix racing is no place for ugly women"(ouch!!!???), "The screwdriver presence is as essential to Grand Prix charisma as the overpowered engines that throb in the pits, (Brrrmm Brrrmm).

16

While life in the fast lane shows no sign of slowing down, there is some opinion that the atmosphere unique to Grand Prix racing is under threat. One member of the F1 Constructors Association who organisers entrance to the paddocks at Grand Prix meetings worldwide says, "today's drivers are getting bloody boring". (maybe I can help). "We need the Bergers and Piquets, they used to attract about 20 girls each". (gee whizz, greedy buggers)

"Now most of the drivers are married and that is a problem".

( yeah I can relate to that ).

However he says "we are going to do something about this as we want more beautiful women around, believe me". (I wonder if he could send some to our club night)

Screwdrivers, it seems, are far from being on the last lap. (what a relief)

ps Now If you have heard rumours that I am seeking sponsors for a F1 drive 1998, please don't tell Michelle? That means you Ed .

Could I borrow the Monoposto next year George, or perhaps I should use the Napier Ruxton GT, (think of all those girls I could fit in ! ! ! ).

Sorry Matthew, a Datsun club man saloon is not a F1 car, mind you neither is the Napier but it does have possibilities !I!! ie style, ground effects( 3000 kg ), and its a V8 eh fella's.

David Ayton-Mansell Whee/spin Beazer

Spare Parts

"Will you do a piece for the magazine?"

As a new member [ten minutes old] faced with this request from Alan what could I say ? So here it is? probably best described as the ramblings of one who is not sure about where he is headed with this piece of "journalism".

What do I do ? I work for the Ministry of Transport as Contracts Manager (Commercial). Consequently I know most of the L TSA folk and I have worked for Vehicle Testing New Zealand. This may mean that I will possibly be able to render the occasional service to the club by having an "intro" into that strange world where the rules and regulations are promulgated and then visited on us lesser mortals. I might add knowing the guys at VTNZ doesn't hurt either when it comes to the sharp end of vehicle compliance or whatever.

No, I am not building constructing a car - I don't think I have the skills for that! I have a 1970 Chrysler Valiant Hardtop that I am restoring because:

• I have always wanted a coupe

• I have always wanted a V8 (love that sound)

• It is a challenge to see if I can do it

• It keeps me off the streets

• I don't have to worry about what to do with the spare money (there isn't any)

• My wife always knows where I am (garage or computer)

At this point the coupe is a bare shell sitting in the axles, the rear axle has

July 1997

Conrad Petersen

been dealt to. the front remains to be done. The body has had a good chunk of work removing some cancerous bits but a lot of finishing work remains. Component and parts restoration is nearing the end (I have zillions of plastic bags full of bits). A recent high point was spending nearly a day fabricating a steering column puller so I could strip the column/gear shift. I am astonished at how much muck accumulated here and there, I have spent a lot of time with wire wool etc in just straight cleaning I Also astonishing is how well some parts cleaned up, they look like new and how things like the windscreen washer pump and heater motor operate like new with no attention.

Why the Constructors Car Club? I moved down from Palmerston North and cast around for a club to join. I decided to come along and have a look at CCC after hearing good things from two sources (the guy from Paekakariki and the guy at the powder coaters). I readily admit to self interest, I am hoping that I will be able to tap other members expertise and knowledge in

. finding out how and where to get some things done.

Having said that I enjoyed my first evening, the chance to chat with other club members and I look forward to participating in club events. I hope also be able to be able to make a contribution to the Club.

Well I have rambled enough, my literary talents are exhausted for the moment!

17

TVlR.s :in.. Car COllllS--trUc-tOrs CI'D..b !!!

Margaret and I moved to NZ from the UK in December, and I joined Car Constructors in June. I brought my two TVRs with me. I joined Car Constructors as I have built kits in the UK. I built a Marlin with a 2500 Triumph motor, and a GRS (Ginetta) Tora, fitted with various engines. I also helped several friends with their kits. TVRs are not that different from kit cars anyway, as they too use many parts from mass manufacturers, have a full tubular spaceframe and an all GRP bodyshell.

The TVRs

TVRs are now quite desirable, but lots of people e~d up disappointed by them, because whilst their road holding and performance are fantastic, the build quality of the trim, electrics, and general fit tend to be poor.

I have a 1972 Tuscan V6 and a 1982 Tasmin Convertible.

The Tuscan is still being rebuilt, from a project started in the UK. It's had a lot of new bits. It features the Ford 'Cologne' 2.8 V6 instead of the original 'Essex' 3.0. It's my fervent hope that I don't have to go through the NZ special vehicles route, and can claim UK registration for an easy time!!!

I'm not a slave to originality, the 2.8 injection unit gives much better fuel economy than the Essex. The Cologne is quite efficient for its vintage, it develops 160bhp, and will return 32 mpg on a long run (70mph). The Tuscan should accelerate well with this engine. A rough estimate would put its 0-60mph (100kph) at around 7.4 secs,

18

Andrew Priest

top speed around 120mph

From the European point of view, the 2.8 V6 is a big engine. I found it weird (like Christmas in the middle of summer) that Kiwis call it "a little V6" but then I suppose compared to the big block V8 it IS little. Compared with something like the 3.8 V6 in the Commodores, it develops almost as much bhp; but less torque.

The Vixen/Tuscan series were made from about 1969 to 1973, and were then followed by the 'M' series cars (1600M and 3000M). The front suspension, brakes and steering are a cobble of Herald, Triumph TR6 2000 saloon bits, but with TVR manufactured wishbones. The rear end has TVR uprights, using TR6 rear drum brakes with long TVR wishbones and modified Triumph halfshafts. Original engine and transmissions were Ford 1600 xflow engine/box with SpitfireNitesse rear diff or Essex 3000 V6 engine/box with either Jaguar or TR6 rear diff. Vixen 2500s and 2500Ms were developed for the USA, they have the Triumph 2500 (carb) engine and box with the TR6 diff.

My car is now a hybrid, and I've approached the rebuild like a kit anyway. It has a new Vixen chassis, as the engine mounts match the Cologne more closely, and the cable clutch on the Cologne matches the cable clutch pedal box of the Vixen 1600. I've also added/upgraded several bits, like the later diff carrier, instruments of a more 'modern' type, proper seat belts, and so on.

Spare Parts

It currently lounges in my garage as an unpainted rolling shell. I'll get back to work on it soon ....

The Tasmin series (the wedge shaped cars) started off with the Ford 2.8 V6 with Bosch injection (2.8 Capri), mostly sourced from the European Ford Granada. (The Granada looks quite like t~e square Falcon, but is probably a little smaller). Tasmins use Ford Granada/Cortina front suspension, with a TVR designed rear end, utilizing a Jaguar diff with its inboard disc assemblies. The rear suspension geometry is a near copy of the contemporary Lotus Elite.

Later Tasmins reflect the TVR power quest, going to 3500 rover V8 and then using tuned bored out units: with big power outputs. From 3.5 ,3.9 ,4.2 to 4.5 litres and ending up at abbut 320 bhp ! The chassis and suspension was not changed through this time either. Mine is one of the early 2.8s. It's in fairly good condition, but has had a cheap respray sometime in it's life, so looks a bit scrappy. It is rated at 8.2 secs 0-60mph, 130 mph top speed.

The Tasmin was road legal in the UK when it left, and will be registered as soon as I put the rear end back together. You know what it's like, start off looking at a sticky rear caliper, and ending up doing the universal joints at the same time, and hey, that fuel piping looks a bit dodgy, and if I knew those bushes were as bad as that I wouldn't have driven it 5 metres ..... .

Anyway I hope to have it on the road soon. The Tuscan will take a bit longer ! If your around Lower Hutt feel free to come for a visit. If you ring first, I might even let you in .....

My History

July 1997

If you've n,ot had enough of me by now, I thought I d bore you a bit about my kit car exploits, which is probably compulsory club policy.

I had a few 'ordinary' steel cars, and got very fed up with the big enemy - RUST. This is much worse in UK because the roads are salted in winter.

Then Margaret (my wife) suggested an unusual alternative "I know someone who's got a kit car. You build it yourself - sounds like your sort of thing ..... " Little did she know what she had let herself in for!1

I really fancied the Marlin, and duly bought the kit. The first Marlins were Triumph based (Herald/SpitNitesse/ GT6). They look a bit like a Morgan, and bear a close resemblance to the '1925ish' Alfa Romeos. It has no doors just a low body side to hop over. It wa~ as well upholstered and fitted as a

. Lotus 7. You remember all the lUXUry features in those don't you?

Marlins have a massive ladder frame chassis, and the body panels fit onto a sort of upper speceframe. In the fa.ctory, the kits were lifted by their Windscreen surround, so this gives you an idea of its strength!! I got an MOT (=WOF) failed Vitesse for the bits, and I had a line on a really cheap 2500PI saloon.

So, about 2 years later, during which time Margaret forgot what I looked like I built one of the first 2500 powered Marlins. I kept the saloon gearbox, because it's a lot stronger than the Vitesse, and had to mod things a bit to get the engine and box in. I used carbs on the engine, because the injection was faulty (like a lot of those Lucas mechanical systems). I added a servo

(Continued on page 20)

19

(Continued from page 19)

to help it stop. (the disc brakes were big enough, but with shortened pedals, it's tough to get a fast stop!).

The Marlin is great fun!!. It goes like a bat out of hell (the car is only 15cwt or so, even with the straight six) It's a bit like a four wheeled motorbike. It doesn't roll at all, goes round corners like it's on rails, and is small enough to dart in and out of traffic. BUT it's a bit basic, with no real side windows, and a nominal hood, and it's very small inside for me. It's a red rag to a bull for the cops. I can't get in or out of the car with the hood up.

The cooling is a bit nominal. I spend some time finding a 'bigger' radiator that will fit in the nose cone, and add an electric fan. It's fun to drive. We use it a lot, go allover the place, at 70-80mph with no hood. Wow, it's bloody windy. Add some Morgan type side screens, which help, but still get my ears blasted when overtaking a big truck. Solution: my own personal roof (a crash helmet). Amazing. On the motorway, everyone moves over!! (they must be thinking "what the hell is that ? why does the driver wear a crash helmet?).

After about 5 years, I decide I really must have some more room. A phone call to the manufacturer, take car totally apart, cut car in half, get 6" added to the wheelbase, with new panels where necessary. Get the body sides louvred, which makes a big difference to the cooling. I can now fit in it properly, most other people can't reach the pedals. And a bit more power would be nice.

Another year of building and not being seen. A lot of money spent on an engine rebuild, hot cam and head, manifolds, etc. Triumphtune (now part of 'Moss' I think) make a big profit that

20

year.

Wow!! now it goes REALLY well (under 7 secs 0-60mph). It's a bit heavier on the gas, but what the hell ...... and even though it's drag coefficient must be about 0.5, it will still make 110 mph. Then, with lead levels dropping in the gas, I can't stop the engine pinking (pinging) at about 2200 - 2400 rpm. Go crazy fiddling with dizzy springs, plugs, cold air ducting, all to no avail. It spoils my enjoyment as I'm waiting for the big bang. Strangely though, it never happens. .

Then, with time marching on, I begin to miss those little comforts that most drivers take for granted, such as - a roof; doors; windows; being able to see where your going in the rain; A heater that really works; Staying dry when it's raining; A boot. It must be middle age spread ........

Then Margaret saw the Tuscan in the Automart magazine. She threw me out the house to go and look at it. It was in need of a rebuild, but had a MOT. I liked it. I drove it. I bought it.

Did I say the Marlin handled well? The· Tuscan was even better. It was slower for 'punch' acceleration in traffic, and a touch nose heavy, but then it didn't run into the aerodynamic wall at 80m ph. The engine was making odd noises though, and there's some problem with fuel delivery too. And it leaks in the rain ......

Then the Tuscan expired, I hit a large brick and it split the sump. Well, I was going to rebuild it anyway. The mushrooms in the corners were ready to harvest. In the rain, it had an identity crisis because it though it was a swimming pool. See! I told you it was just like a kit car! (Oops - I don't think that came out quite right, but I think you know what I mean)

Spare Parts

I decided to build a practical 'carrier'. Looking round the car shows, most of these were Cortina (Mk4) based, and I just happened to see a cheap 2.3V6 model in the paper ..... so I bought it. Then of course, I chose a GRS Tora (made by Ginetta) which was Hillman Hunter based (believe it or not) and looks a bit like a Range Rover. Now this was more like it! It used the original steel doors from the Hunter, and had wind up windows, a huge rear door, and didn't go very well with the 1725cc engine. It's got the same aerodynamic qualities as a large brick. But if's dry and warm! I took a bit of flak over the Cortina purchase. I spent 10 minutes with a tape measure and proved that the 2.3 V6 would fit in without much trouble. So, one long weekend, I did it. I made my own engine mounts and put the engine in. It went a lot better with the 2.3 in it.

Then, the Tora started to get an appetite for water. It displayed all the classic signs of head gasket failure. I was thinking about a 2.8 anyway. After all, the 2.8 is exactly the same as the 2.3 on the outside (Yes, this means that you can bolt a 2.8 into a 2.3 Cortina with no mods whatsoever, and nobody can tell unless they know what casting numbers to look for. You then get no less than a 35% bhp increase and 25% torque. It's a popular 'underground' conversion in UK.) Oh look, there's one

July 1997

here with a gearbox for 200 quid, that's cheaper than an engine rebuild. Another weekend and the Tora has a 2.8 engine with 5 speed box. I end up sending out photos of it to other Tora owners who want more performance.

And then we saw the Tasmin. It too was cheap, because it was getting through gas like a big Cadillac. People are frightened by fuel injection systems. It cost me 40 quid for a second hand temperature regulator (it does the same job as a 'choke' on a carb) and the problem was solved. I then had recurring problems with the engine cutting out. It turned out to be corroded wiring connectors.

So, the Marlin had to go. Shame, but by now I had owned it for 12 years. It never broke down once in that time; It never failed to start. I didn't have a single electrical problem. Not bad for a home built 'heap'.

As I said, TVRs are like kits in a lot of ways, using a mix of 'common' parts from big manufacturers.

I've had a fair bit of experience of kit building, and have rebuilt and tuned several Triumph 2500 and Ford 'Cologne' V6 engines.

I wonder if that Commodore 3.8 V6 will go in the Tasmin .... hmm ....

FALCON SPECIAL

No not another monthly quiz car.

This is a side view of a Conrad Peterson's Falcon under action.

See page 17.

21

22

POWDER COATING JERVICEJ LTD

Epoxy and Polyester Powder Coating

Specialists

Automotive componentry, wheels, chassis,

suspensions, both old and new our speciality.

o Zinc and Iron Phosphate pre-treatment for superior adhesion and corrosion resistance.

o Chemical stripping of rust and old paint or powdercoating for restoration projects to preserve surface finish.

o Sanding Blasting service if required

Jim Longstaff . Dave Beazer

Unit 8 155 Gracefield Road

Lower Hutt

Phone/Fax (04) 5685235

021 675235 021 680165

After hours (04) 5643943

Spare Parts

Las-t,lYIo:n.."th's Qu.iz Cars

It may look American but the Chaika is pure Russian. Made by the Gorky Automobile Works (or Gorkov Automobilnji Zavod in Russian) GAZ for short. GAZ 13 and 14s were known as Chaika. with V8 5.5 litre -195 bhp at 4400rpm. 2971bs ft at 2200rpm. Feature was the transmission operated by a small

cluster of push buttons mounted on the facia. N for Neutral, D for drive, T for engine braking, and ZH for reverse. See also - Barstool's excellent answer on page 11, and John Hill's last minute effort on Monday evening - see page 7.

July 1997

Th:is lYIo:n.."th's Qu.iz car .

A Winner!

But what make is it? What size and make is the motor? Plus which two famous races did it win?, and in which year?

23

Another Sqbre

I first saw the Sabre in an add in "Classic Car". Interested, I sent for a brochure and then drove down to Upper Hutt to see the car in the flesh. While there I talked about the possibility of fitting a Sierra rear suspension to the Sabre chassis. I was surprised at how readily Alex MacDonald agreed to modify the chassis, but it appears that he had been thinking about the Sierra suspension for Sabres to sell in Britain.

The Sierra sub-frame comes with semi­trailing arms, springs, shocks and ditt. My thinking was that the independent rear would give a better ride quality on what was to be essentially a touring car, especially on rough roads.

When the Sabre came to the Hamilton Car Show I took my wife to see it. The next day I went back and placed an order. While waiting for delivery I began looking for a donor car, eventually buying a Mark IV Cortina with a Ghia interior. Originally I was going to fit an alloy Toyota V8 but a quote of $2,000 to fit just the 5 speed gear box caused me to think again. Another possibility was the Toyota two litre twin

By Brian Jenkins

cam with a five speed gearbox. Especially if the electronic clutched super charger of the MR2 could be fitted.

While all this thinking was going on I saw ~n advert for a Rover V8. The price Included a flywheel, a P76 bell housing and a radiator. The bell housing bolts to the Rover motor and accepts a four speed Valiant or Falcon single rail gearbox. I bought the Rover but decided to fit a Celica 5 speed gearbox. Later I went to an engineering firm about fitting the Celica box to the Rover. They in turn consulted "a guy who dabbles in these things"and he just happened to have a bell housing that the no longer wanted. A new clutch and pressure plate, some engineering work on the flywheel, a new spigot bearing and the whole lot was bolted together.

Well that was how the specification came about.. ...

Almac Sabre with Cortina front suspension, Sierra rear, Rover V8, Celica gearbox, steel space frame chassis and a fibre glass body.

Now to put it all together.

'SPARE PARTS' ADVERTISING

Advertisement ra.tes are s~own bel?w, Magazine published monthly (except January). Advertisers are Issued With one free magazine for advertisement approval.

FULL PAGE $90 inc GST 12 months add $35 if magazine required each month.

HALF PAGE $50 inc GST 12 months add $35 if magazine required each month.

QUARTER PAGE $25 inc GST 12 months add $35 if magazine required each month.

26 Spare Parts

Presidents' Cup Points as of lsth June 1997

Roy Hoare 140 5xCN lxDS lxOE lxCO lxRS

Mike Boven 130 5xCN lxOE 2xRS

Steve Strain 125 5xCN lxDS lxOE lxRS

Brian Robinson 100 3xCN lxDS lxOE lxCO

Dave Clout 90 lxCN lxDS lxOE 2xRS

David Saxby 80 lxDS lxOE 2xRS

Alex McDonald 70 4xCN lxDS lxCO

Darryl Cooley 60 2xCN lxDS lxOE

Peter Cottier 55 2xRS

Dave Bray 35 2xCN John Hill 30 3xCN Trevour Parrant 30 3xCN John Richardson 20 lxRS

Harold McCarthy 15 lxCO

Richard Mills 10 lxCN Brain Worboys 10 lxCN

lxOT lxOT lxOT lxOT

lxOT lxOT

KEY: 0 Club Nights (CN) 10 Points

0 Garage Tours, Trips etc (GT) 15 Points

0 Club Outings. eg Bowling (CO) 15 Points

0 Attendance at Parades (AP) 15 Points

0 Display at CCC Show (DS) 15 Points

0 Road Sporting Events (RS) 20 Points

0 Off Road Events (OE) 25 Points

Should there be any errors or ommissions please tell Patrick Harlow.

Rules 1

2 3 4

5 6

The owners of the car must have re/built it themselves. Assistance from friends or relatives and joint builders will be accepted. Points will only be awarded at events that are open to all club members. Points will only be awarded to the driver of the car. The car can be from one of the following groups: o Kit Cars o Component Cars o Scratch Built Specials o Plan Built Cars Points will vary according to the type of event. A maximum of one car will be considered for points for any event although members can bring along more than one car if they so chose.

July 1997 27

My Alm'lc TG RO'lc\stet

I planned to build this car as a retirement project, but I couldn't wait to at least make a start, and stripped the Herald 13/60 donor car down very early in the piece. Over the two years, I assembled most of the other bits I thought that I would need, combing wreckers yards, and canvassing friends, fellow memb.ers of C.C.C., approaching complete strangers in the street, retailers (when all else failed), and of course, the great designer and manufacture himself, Alex McDonald. I finally began to build the Almac around October 1993, having retired in July of that year.

Did it all go together according to my expectations? Not so you'd notice.

In my mind's eye, not being of mechanical bent or experience, I guess I had assumed that a kit car, by definition, would fit together rather like the parts of an interlocking jig-saw. Moreover, I really did think that if you disassembled the mechanical parts of a car, including suspension, steering, etc, and renewed all the worn out bits, you could reasonably expect re-assembly to be a breeze. I mean, the manufacturers actually designed these bits to fit together in the first place, didn't they? Sometimes it almost seemed that it was all a deep laid plot of the makers to convince you that the only people who should be playing around with their products was your local garage. Maybe they got a commission! Of course, I didn't make it any easier for myself when without a clue as to what I was letting myself in for, I decided to install a Datsun 1600cc motor and gearbox, married to a Toledo final drive housed in the original Herald diff.

28

Brian Robinson

Well! I found out.

Then the body! I simply didn't know that the two sides of a shell moulded in fibre­glass are not necessarily symmetrical; or of. the same thickness all around. This had me guessing for a while as I was beginning to wonder if the chassis had somehow developed the graceful curve of a banana. The windscreen frame seemed to be a bit big for the scuttle too, but I managed to fill in the unwanted venturi with applications of rubber and silicone. Then I really had lots of innocent fun with hanging the doors. I spent days and days trying to get them in the right position so that the door locks would operate correctly. Even now they are not entirely perfect, But at least I can be absolutely confident that no passenger of mine is ever likely to fall out owing to his door flying open accidentally.

Don't get me wrong. I am not criticising the build quality. Far from it. The body is fine, and Alex was patience itself with advice, even to repairing the worst one of the mistakes I made at no extra cost. I appreciated that. It was simply a case my of not knowing what to look for.

And then, there was the dreaded electrical system! I will say no more as I still shudder at nights when I remember how long it took to sort it all out. Again, mostly my own fault as I'd happily ripped the wiring loom out of the donor car without having the common sense to label which wire went where to what, thus leaving myself with no option but to tediously work my way through the wiring diagrams of no less than four different cars; Herald. Dolomite (tacho), Austin Maxi (wipers etc), and Datsun I finally got

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the car registered, WOF'D, and on the road on 4 July 1995. Happy fourth of July. Independance day and all that jazz.

Am I satisfied with the Almac? Yes I am. In spite of alii have said, I am very pleased with the end product. I think that the body style, if a trifle old­fashioned, still looks elegant, and performance wise, I think that it handles very well with lots of torque, and with a top speed of a true ton, it's got more than enough grunt for me, and I'm the one that has to be satisfied. Right?

The all up build cost? Well it fell towards the upper end of the range Dave Beazer gives for this model in SPARE PARTS. Yet again, this was largely due to the errors I made during the construction. Ideas that I tried out

and which proved unsuccessful or ultimately, impractical, and had to be re-done. I am confident now that if I built the same Almac again I could save better than 20%.

Would I build another car? Well, it must be a bit like childbirth in a way. I expect you've all heard women say that if they could only keep the pain, the trauma, and the indignity of childbirth fresh in their minds forever. the human race would die out in a couple of generations. Luckily for us, time dims memory and heals all wounds. The proof of this maxim is that I have now taken over someone else's abandoned project and I'm busy assembling the parts for yet another home-build; a JC MIDGE this time. I'll let you know the cost in due course, Dave.

Valley Platers Lianited

July 1997

162 Gracefleld Road, Lower Hutt Phone 568 5924

Chrome, Nickel & Zinc Plating. Metal Polishing

Steve Roberts 569-2222

Bruce Wright 564-5070

29

i i

1.£ !:J(iU hcw@ ~h@ I.~ch .. Scra~ch rtT .. Par-~ :z

Having got the idea to build a car into my head, the question was "What sort of car?"

I guess I am just a romantic at heart because the old fashioned late twenties style had always appealed. An MG type of thing, but bigger, was what I wanted. Four seats, so that I could take friends out on trips or picnics, would be ideal. And open of course, With, hopefully, "FULL WEATHER PROTECTION" as used to be offered at that time by the manufacturers.

Taking hold of my desk pad I made some sketches - side on elevations, for a start. I soon came with something I liked the look of, and extended to "end view" both fore and aft and a plan view to round it off. Didn't look too bad, to me, at least.

A scale drawing would be needed. After much thought I came to realise that the only limiting factor in the design would be the wheels. For the type of car, large vintage style would be necessary. What was available? Rang around and found that apart from 3 top trucks, Land Rover or similar would be the choice 700 X 16 rubber. This would give me a rolling diameter of 30 inches. I would gain another inch if I went to 750's but the ratio of rubber to wheel was too 'balloony' for my liking.

I drew up the car at 1:10 on the 30 inch wheels.

One other unalterable factor made itself known, Mander's great fat body!

Cut a replica of this with 'hinged joints and plonked it onto the scaled drawing. Enlarged the drawing. The car would now

30

John Mander

have an over-all length of 17'6". Big but not more than some of the pre-war American sedans - Chryslers, Pontiacs, Cadillacs for example.

I had been over to Grey town and seen a Hupmobile owned by Graham Barrett, a fabulous machine with two windscreens. I drew in a second windscreen.

I was really getting keen by now, and decided that drawings were all well and good but a three-dimensional mock-up would be better. This would be at 1:5 scale.

Dug out some scrap pine and made a rough 'base" or 'chassis' (even rougher). Bur was careful to get the dimensions correct. Clad this wooden thing in sheet plastic. Bonnet, doors, boot, then got carried away with the mudguards. These are the key to the vintage style bodies. They make or break the eye appeal of such cars. I had no choice but to make them in fibreglass in order to get the curves I wanted. Carved them up in solid wood and glassed them up. Then hung them on the body. What about wheels? I had a bit of good luck here. Lawnmower

The l:S scale model

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wheels are 6 inches diameter giving me the 30 inches I wanted, and that include tyres.

Prettied the whole thing up with a grille, running boards, lamps, and bumpers and yes I had a car!

If I could make this full size I would be delighted, but how could I? The model had taken me 250 hours. How long would the real thing take me?

Graham Barrett had told me that the hard part was getting started and it just got easier as you went along.

Anyway I decided I would mock-up a chassis. had I thought of it I would have done it in balsa wood, but as I didn't, I made it from steel RHS V2 x 1/.1 and 1/.1 x 1/.1, all brazed up to the same scale of course.

Doing this brought up my lack of workshop skills into sharp focus. I decided to test myself by making the radiator mascot (described in detail in a previous mag). This was difficult but successful.

About this time, one of those rare coincidences occurred, that is almost uncanny in its happening.

I owned a colonial furniture shop in Wellington and on this particular day, sold a pair of high double-bed ends in carved oak to a gentleman customer. As you may know these bed ends are held together by side rails of angle steel and the rails are of standard length, around 6 feet plus a bit. The Customer was 6'4". Could I fix it? Of course - an extension Of 4-6 inches welded in was all that was needed. I had occasion to visit Petone, so, knowing that it was a likely place to find an engineering business, tossed them on a truck and set off.

After an enquiry or two I ended up in Sydney Street at an outfit run by John Lees. Yes he could help me okay. Looking

July 1997

around the premises and noting machinery of various types with lathes, and drill presses, and what have you I told him I was starting on building a car, and that I could be become a repeat client in future. He said I should be talking to a bloke who was having his lunch on a sort of mezzanine floor, whilst reading a small magazine. He heard what was going on and tossed down the mag. It was the current publication of "SPARE PARTS" and the guy was Roy Hoare.

Thus I came to join the CCC. It was June 1989. My lease at the shop was to run out at 31 March 1991.

I started to look into the components I would be needing. At 17'6" an open car would need a hefty chassis, and with suitable engine and back end could be close to 2 tonnes on the hoof. I spotted under motorists sundries a "4.21 Jag engine - some external damage $600.00". The car had rolled over a bank, holed the sump, and damaged the front of the cam boxes. Spoke to Archer & Lupp. They had heard of it, but had not bothered to pursue. Maybe it was OK. And where else would· you get a 4.2 for $600? Further if I bought it I could have them inspect it, and if I decided against it, they would take it off my hands. I bought it, they inspected it. Cracked in two combustion chambers.

They were as good as their word and gave me a fair price. I responded by tossing in the Borg Warner box. Everyone was happy, but I had no motor. Someone said "Why fit a Jaguar when some Jag owners repower with 350 Chevs? Good thinking! I wasn't building a sports car and didn't need power in the upper rev range. A torquy V8 would suit the tourer better and also fit the engine bay more comfortably. I would buy a reconditioned one with Turbo 350 transmission when the time came.

More next month.

31

T:RIVIA. J'U.1y1997

Those members who did not join the thirty odd people who attended Dave Clouts garage tour, organised with military precIsion, missed a jolly interesting experience. The 9 projects fell naturally into 5 categories:

Open / convertible Kit Sports:

Ron Lowe - Sabre, Ron Stroud - McRae Spyder.

Sedan, fibreglass Kit Sports

Phil Derby - Special, Roy Hoare - Heron.

Fun Cars - original Design

. Brian Worboys - Road Rat, John Beli Tri­Via

Racing Saloon

Mathew Cooley - Nissan

Replica Original Design

George Ulyate - Monoposto, John Mander -Napier Ruxton GT.

The complexity of these projects WOUld, I expect be fairly representative of the range of the projects challenging club members and indicates the great depth and diversity of their skills and ability extending from the minimum budget "cheap" Fun Cars to the amazingly complex Heron. I must say that it is the original design concepts which really excite my imagination. If I wasn't so obsessed with three wheels I would most likely be doing something like the Road Rat.

That sage of all internally and externally combustioned mechanical devices, George Ulyate , has advised me that the RNZAF did indeed operate Dauntless Dive Bombers. He also reminded me that this "obsolete

32

John Bell

underpowered and overated" aircraft, played a significant part in winning the war in the Pacific. The Douglas SBD Dauntless, first flown in 1935, was obsolete by the time of Pearl Harbour, yet was kept in service because no suitable replacement could be found. It could absorb heavy punishment and had the lowest attrition rate of any carrier-based type operating in the Pacific. It is truly remarkable that the SBD, with only 1000 hp and a maximum speed of only 252 mph should have been responsible for turning the whole tide of the war in the Pacific.

My time spent at Wig ram was a breeze. Having lived at Oxford, just across the Waimak river, I spent a lot of time entertaining the populace with aerobatic displays. My finale was invariably a low level buzz of the main street. I guess I was lucky that a local advised me that I was likely to be reported. Consequently I confined my aerobatics to the countryside for the entertainment of sheep and cattle which usually chose to ignore me and for low flying made do with the Waimak river bed

Back to Ohakea where we completed our Operational Training Unit (OTU) without further incident. Our time was mostly spent formation flying.

Shooting live ammunition at a drogue pulled behind a Grumman Avenger. Ability was measured in percentages; the number of your coloured hits compared with the rounds fired. Dog fights, where we used cine-cameras was perhaps the most exciting activity. Many hours were spent analysing the pictures and trying to improve techniques and abilities. My results were at best average. It is probably just as well aerial opposition was in rapid decline when

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eventually reached the war zone. Dropping smoke bombs on the range in the sand hills along Foxton Beach was another enjoyable pastime. Wing over, dive on the target, release a bomb and pull out before following the bomb all the way. The ground observer advised accuracy before the next run. My success rate at this sport was my best success story.

The culmination of our OTU experience was our "squadron" defence of Kapiti Island. Word of 12 bombers flying south had us scrambled to take up a position at 25,000 feet with some cloud cover over the Tararuas to the north east of the Island. It was mid morning so we had sun advantage. Corsairs down from Ardmore were spotted at somewhere about 15,000 feet doing a gentle weave in flights of four. Down we went in line astern. What a glorious shambles. P40's and F4U's all over the sky. How we avoided collisions I'll never know. De-briefing and cinegun pictures reckoned the results to be roughly 50/50. With our surprise attack we established several "kills" but superior speed and rate of climb of the F4Us soon established their dominance. It wasn't fair,

of course , as we had already "shot down" several of the enemy who continued to attack us.

Night flying provided some surprises and frights. Nobody told us that the exhaust stubs would glow red in the dark and nobody said anything about the flames from the same stubs when the throttle was closed on landing approach. I was momentarily convinced the plane was on fire. Landing techniques changed with transfer to P40's. Because of poor forward visibility a straight approach was a no-no. After receiving permission to land the runway was buzzed at between 100 and 500 feet, a climbing turn to the left; drop wheels and flaps on the down-wind leg, a continuing descending turn, straightening up just before touchdown.

The course successfully completed , we received our Squadron postings. 26 Squadron and conversion to F4Us which , coupled with the Mustang was the fastest American aircraft used during WW2. Great was the excitement.

To be continued

LEFT:

Advertisement appearing in "Motor Car" magazine on

2 September 1967

It's here at last--the elegant new Elan + 2 designed to bring the excitement of Lotus motoring to the family man or to the bachelor with two or even three girl friends. Telephone Chapmanslade 383 to make your test-drive appointment for this

Submitted by Ken Grace.

See story on Page 44

new 2 + 2 addition to the Lotus range. .

July 1997 33

The subject of brackets is one which we rarely talk about. Those members who have followed Patrick's Sabre Build articles will of course have read all about his hatred of the humble bracket, but who else has mentioned them?

At the last club night I was given 8 pages of bracketry stuff by our editor Stott. I think President Halford was responsible for printing it from the internet, and my task was to use it for the basis of a welding type article. After reading it I decided to basically reproduce it in much shortened form. I also intended reproducing the sketches but I left my pens and a few stencils at work (it's now Sat morning) so hopefully the ones here look OK. This I can lead into the welding series next issue -there! I've committed myself publicly. (Noted Ed)

Have you ever had the opportunity to view two or more kits of the same type,side by side. One always seem to look better than the others. The reason is usually down to small "details" like well though out brackets.

I think the ideal "kit" type for this article would be the old JC Midge or whatever it's now called, where the builder creates a car from a set of plans. We've had at least three of them pass though our club in various stages of completion. As and aside, I bumped into Steve Dorrington yesterday in Petone, and he sends his regards to all. He's got rid of his Lotus Project, I never asked if he still had the Midge.

Anyway back to the point - the Midge must surely present more opportunity to practice bracket construction than any

34

Alan Price

other kit. First bracket to discuss is No 1 below, the round tube with the flattened end.

This is fine for mounting badges on a badge bar, but if such a method is used to do any real work and subjected to heavier loads or vibrations, it's no longer so fine. The article I was given cites cycle guards bouncing around on a "7" type car and cracks starting at the point where the flat begins. Alternative brackets, which of course take longer to produce, and are shown in No.2 & 3 below.

Needless to say, when making these things, your welding needs to be up to scratch, or they will just fall off, and you will wish you'd flattened a tube!

A continuation of the use of the flatted tube is the 'Tee' joint where people hit the tube end to narrow its section and then weld it to another tube. A far better and neater method is to saddle the end

Spare Parts

I b""-----{J ~ " bo.ll....-_~

as shown in the next drawing(No 4).

On this occasion time isn't such an important factor, as a saddle can be formed on small tube with a grinder in 30 seconds or so.

The next bracket to get

any loads on the bracket will slowly collapse the tube locally, and in effect make the bolt loose, and you can guess what happens next. The correct answer is not squeak and rattle!

The only way to bolt anything thru' a tube is to install a piece of tube which neatly fits the bolt and acts as a resistance to compression forces. On round tubes in particular this is good as the "compression" tube acts as a flat face to bolt to. (See No.6 & 7)

, , i I L ! \ .... __ ... .J

6

. , , , [][],.

! t

attention in the source article is the humble angle iron bracket. The author slates it as being primitive, but then decides it's not too bad. The main point he/she makes is that by adding a gusset or two the angle becomes quite good. The I I included sketches (No.5) \.. @ l ~ @ i shows only the gussets inside I 0 J (Q _ J I the angle, its also common to ~--------' "'---- ----' 7 I put a gusset underneath the L.' ________________ --...J,

flange.

Now! What happens to square and round tubes if you bolt something to them? If you bolt a bracket to a tube and then put the assembly into service,

July 1997

The article also refers to spreading loads around a tube. Drawing No 8 below is a good example of bad design as the tube wall can easily be deflected/ distorted under load.

8

It would be much better to mount the (Continued on page 36)

35

(Continued from page 35)

bracket at the corner or include gussets. The final two drawings show bracket arrangements which are common when·· attaching rear suspension arms. Drawing no 10 is better as it spreads the load further and makes use of three corners, but again takes twice as long to prepare!

AlMAC CARS

Almac Cars

P.O. Box 40483

Nicolaus Street

UPPER Hun

Tel/Fax: 04528 8680

Contact: Alex McDonald for Brochure

36 Spare Parts

KIT CARS WHAT? WHERE? HOW MUCH ?

This section of the magazine is for general interest and a guide for prospective Kit Car buyers.

Suggestions, updates, contributions, from club members and manufacturers is both welcome and essential.

As always, information can be phoned/ faxed to me 04 5685235 work or 04 5643943 home. '

Already I have received much assistance. For those members and manufacturers who have contributed, a big thankyou. '

On occasions we will publish segments from Kit Car manufacturers advertising brochures. While these may have a bias from the manufacturers point of view, they have a sufficient information for general interest as well as potential buyers.

From these articles, perhaps we can generate some advertising revenue on a permanent basis from Kit Car manufacturers.

For the benefit of any new members, Certification and registration does not have to be done through the manufacturer, as we have this facility available within our CCC organisation.

What have I done since last month? Weill have been talking to our friends at Chevron, more on that next month and had a chat with certain Mr Alex McDonald.

Who is he you might say, well if you don't know Alex, then I don't know where you have been ! Hmm that sounds like a Rod Stewart lyric, rave on Dave.

So this month is a feature on ALMAC CARS, a division of Almac Reinforced Plastics, managing director, surprise surprise, Alex McDonald. ..

It is fascinating to listen to these self made

July 1997

business people like Alex, they often have a history of artistic, intuitive engineering projects that result in a diverse range of manufactured products, from the brilliant to the not so good.

Alex talents mostly tend to lean towards the brilliant end of the scale.

ALMAC CARS

Almac Cars derived from a company called Almac Reinforced Plastics which commenced in general fibreglass manufacturing in the early 1970's.

The first car project was a VW Eureka type coupe produced in 1977. I believe this is the body now owned by the honourable Phil Derby, sitting on a custom space frame chassis that we spotted on the recent Garage tour.

Later on about 1983, a gentleman called Graham Berry approached Alex to make a Cobra bodyshell to fit a chassis that Graham would make.

This was the beginning of the relationship· where the Almac Cobra Kit Car was developed with a combined effort of Graham's chassis's and Alex's beautiful fibreglass bodies and componentry.

At the height of the so called good times between 1990/1992, the Cobra kits were being produced at about 2-3 per month. Alex says that about 140 Cobra's have been produced, approx 20 for export and the balance sold within NZ.

Of interest, it takes 2 weeks of solid work to produce a fibreglass Cobra bodyshell including the floorpan.

Possibly lesser known but equally impressive, the Triumph Herald based Roadstar kit soon evolved. This older

(Continued on page 38)

37

r----~------­

[

traditional MG styled vehicle, was later developed and designed to use most of the components from the Holdenllsuzu Gemini. Now known as the TG Roadster, this attractive vehicle is able to be built at a reasonable cost, and easily maintained.

And then came the Sabre, Alex's pride and joy. This sensationally designed and finished modern sportscar is based on the Mk 4-5 Cortina donor source. To date, 7 cars have been sold with tentative interest from several other potential customers.

Alex's long term goal with this car, a push already started, exporting, to Australia being the logical first objective.

The excellent design and finish of the exciting Sabre will no doubt see increasing sales well into the future.

As you will have no doubt noticed from previous articles on the Sabre, club member involvement has featured throughout the development of this car, an aspect that Alex is most appreciative of.

But like others I have spoken to in the Kit Car field, apart from the good times in the early nineties, Almac couldn't survive on kit car manufacture alone. In those better times Almac employed 7 -8 staff. These days, 1 full time and 2

38

part time employees meet his requirements.

An interesting point he made was a survey he had done on the English Kit Car market. Over the same period where the sales were good in NZ, the major UK kit car producers were each turning out up to 1500 cars annually. In comparison over the past few years, only 3000 odd cars total have been produced annually by all the UK kit car manufacturers. The reason, cheaper imports of Japanese sports cars, changing fads? Whatever, it's still a helluva lot of vehicles, I reckon.

So what else does Almac Reinforced Plastics manufacture? Over the years they have and still do manufacture a wide range of products. This includes items such as slides, kiddies swimming pools, furniture, fish ponds, planter boxes, traffic lights, truck aerofoil kits and so on. Right now Alex is working on specialist seating for the new NZ museum.

Yes a interesting chap is our Alex McDonald, a treasure to have part of our intriguing club.

Until next month, keep on building those fine Automobiles. Hopefully I will be able to add to the list soon. Watch this space.

Dave Beazer

Almac 427SC BASIC PACKAGE

The basic package consists of a fibreglass body attached to a steel chassis frame.

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BODY

The body is constructed of quality fibre­glass, moulded in one piece with the floor, bulkheads innerguards and boot floor bonded in whilst the shell is still in the mOUld. Doors have steel beams moulded into the body to support the doors, windscreen frame, and roll bar. The convertible top can be fitted in a minute or two, though a trial run is recommended before you get caught in the rain. The top and side screens fold up and fit into the boot. Also located in the boot is the battery, out of the way but easily accessible. Twin electric fans are used for engine cooling and are thermostatically controlled. In hot weather the fans can be operated from the dashboard.The minimum filling and sanding is required to achieve a first class show quality paint finish.

THE CHASSIS FRAME

The chassis designed and manufactured by Graham Berry is of parallel ladder design with a 4" x 3" x 118" wall main frame, jig built and MIG welded, steel subframes support the door hinges, steering column, dashboard and screen pillars and at the rear, door latches, seat belts and roll bar. These frames are bonded to the body and bolted directly to the chassis frame. The chassis is designed to take Holden front suspension and steering, and Jaguar E,S or XJ6 rear suspension, the XJ6 axles require shortening. There is adequate space in the engine bay to accommodate the largest engines such as the 429 Ford or 454 Chevrolet. Engine and gearbox mounts are fitted to suit customers choice.

This replica is very closely based on the original A.C. Cobra and several

July 1997

original items are employed in the construction of this hand built car. Almac are striving to improve the vehicle all the time, and under these circumstances, details and specifications can change without notice at any time. The buyer will find that it is a very easy car to drive, with light, responsive steering, firm but not hard suspension with very little body roll. Braking is via disc brakes all round with the front ones being power assisted. Pedal is reasonably light yet will stop the car instantly if need be.

SUSPENSION

Independent front with A arms and coil over shocks (gas filled).

Independent rear with fixed half-shafts and trailing arms. Dual coil over shocks (gas filled).

Heavy duty stabiliser bars are fitted front and rear.

ENGINE

Any V8 engine and transmission can be used, and there is ample room for large motors such as the 460 Ford and 454 Chevrolet.

BRAKES

Discs front and rear with power assist on the front only.

Front discs are 11" diameter, ventilated with four piston alloy callipers.

Rear discs are 10" diameter with two piston alloy callipers.

GENERAL

Full instrumentation is offered and includes Speedometer, Tachometer, water temperature gauge, oil pressure gauge, ammeter, Fuel level gauge. Indicator lights, switches, and horn

(Continued on page 40)

39

(Continuedjrom page 39)

button complete the dashboard while the indicators and High Beam are on the steering column, which has a 14" wood rim steering wheel. Seats are upholstered in top quality leather and the carpets are of marine quality waterproof nylon, as is the luggage boot. The seats are adjustable back and forth.

Length 158" Wheelbase 90"

Width 68"

Height 48"

Track Front 57"

Rear 54W'

THE DASHBOARD

Curb Weight 2450 Ibs (1110 kgs) with 302 and 5 speed

Wheels & Tyres, Front 15 x 71/2/265-50 x 15 Rear 15 x 91/21295-50 x 15

Final Drive Jaguar XJ6 with 3.54 ratio. Optional are 3.31, 3.78, 4.25.

Fuel Tank Capacity 20 IMP Galls. Fuel economy should be in the vicinity of 20 M.P.G. in city driving and 25--30 M.P.G. for highway driving.

ALMAC TG ROADSTER

Interior View

Traditional wood fitted with a full set of instruments. Leather or woodrim steering wheel.

OPTIONS

The TG Roadster can be bought in several ways:

1. Basic Kit. Comprising of body and chassis frame then packs 1, 2,3, 4, 5 and additional parts can be bought separately.

2. Alternative Kit. Where a chassis kit can be purchased as parts or assembled. The Body Kit can then be bought together with packs 1, 2, 5 and additional parts separately or

40

assembled.

3. Car Built Up completely ready to drive away.

SPECIFICATIONS

Body: Fibreglass reinforced plastic, moulded in one piece, coloured gelcoat.

Chassis: Rectangular hollow section 3mm steel Jig formed, Mig welded, baked polyester coating.

Engine: 4 cyl. twin overhead camshaft 2000cc (low mileage

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Japanese Toyota import).

Transmission: 5 speed all synchromesh gearbox. Final drive 3.90 to 1.

Steering: Energy absorbing steering column with flexible coupling to helical rack and pinion steering. Leather rim steering wheel.

Brakes: Front 239mm diameter discs power assisted rear 229mm drums. Dual master cylinder. Centrally mounted handbrake operating on rear wheels.

Suspension:

Front: independent with coil springs, independent control arms, telescopic shock absorbers. Stabiliser bar mounted to lower control arm. Antidrive geometry.

Rear: Live Salisbury type rear axle with torque tube, two trailing arms, Panhard rod, progressive rate coil springs, telescopic shock absorbers, decoupled stabiliser bar.

Wheels & Tyres: Steel wheels with 185-13 tyres.

Instruments & Controls:

Polished wood dashboard.

Gauges: speedometer with odometer and trip meter, tachometer, fuel, water temperature, volts and oil pressure.

Warning lights: generator, high beam, turn signal indicators, steering column mounted combination control, headlight dip, headlight flasher, turn signals, two speed wiper switch. Hazard warning light switch mounted separately on column. Interior light switch, headlight/side light switch, glovebox.

Other Standard Features: Laminated windscreen with stainless steel surround, adjustable reclining seats with head restraints, retracting seat belts, lockable boot, full weather protection with soft top and side curtains.

Optional Extras: Hardtop, mag wheels, heater, badge bar, woodrim steering wheel, driving lights, painted body.

ALMAC SABRE (Continued on page 42)

July 1997 41

(Continued/rom page 41)

The Almac Sabre kit includes the following:

Steel Chassis Frame Glass Reinforced Body Front Bulkhead Floor Boot Floor Rear Inner Guards Steel Scuttle Frame Steel Rear Frame Front Inner Guards Heater Inlet and Outlet Duct Petrol Tank Inlet Cover Dashboard Frame Front Bumper Steel Inner Bumper Bonnet and Hinges Boot and Hinges Door Shells with Intrusion Beams Headlight Holders Headlight Covers Perspex Headlight Covers Spotlight Holders Demister Ducts Bonnet Catch Bracket Boot Catch Pin Steering Column Bracket Badges Build Manual

CHASSIS

The chassis is constructed from rectangular steel tubing and designed with the aid of a CAD system to provide a high degree of torsional rigidity and strength. The chassis is hand built in specially constructed jigs to ensure its accuracy. All brackets are fitted and holes pre-drilled. The chassis extends the length and width of the car giving front, rear and side impact protection.

BODY

The fibreglass body is complete with

42

floors and bulkheads, bonded in to give a rigid unit which fits directly to the chassis. Steel frames are bonded in, one across the front scuttle to mount the doors and steering column and the other across the rear of the cockpit to fit the door latches and seat belt mounts. All holes over 1 Omm are drilled and edges trimmed.

The Sabre is built from high quality kit comprising a very tough fibreglass body; which is assembled oh an extremely strong long lasting chassis. Comprehensive building instructions are supplied with each kit. These can be purchased for $27 refundable on purcnase of kit. By using the Ford Cortina Mk4 or 5 as a donor car cost is kept to a minimum.

The kit is designed so that almost every part is available from the donor car, the only extras required are the trim, Corolla doors for windows, locks, etc., soft top and painting. Also if required, a different engine and gearbox.

DIMENSIONS

Length

Width

Height

Wheelbase

3980mm

1700mm

1200mm

2305mm

ALMAC CARS reserve the right to alter specifications and prices without prior notice

ALMAC CARS

P.O. Box 40483 Nicolaus Street Upper Hutt

Phone/Fax (04) 528 8680

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STOP PRESS ADVERTISING

I am pleased to advise we have had good success with additional advertising support for our club magazine. SUPPORT OUR ADVERTISERS! They have all been chosen for their Service, Quality, and competitive pricing. If you find someone else slightly cheaper, go back to our supporters, current and new, they may be still able to help. There is a old saying that I find very appropriate in the industry that I am involved in: The bitterness of poor Quality remains long after the cheap price has been forgotten. (food for thought) Confirmed new advertisers for this month are Auto Magic Services, and Almac Cars. Well done chaps. Confirmed for next month are, CPA Spares, Total Performance, Tyre Power, Road & Track(99%). Further advertisers to be contacted are the Kit Car manufacturers, the total of which should provide a healthy financial boost to magazine funding without making our magazine look junky. Happy now Mr Bean counter ??

AUTO MAGIC CAR SERVICES

Phone 5641668 or Mobile 025 463357 17Waiu Street, Parkway, Wainuiomata

Full or Partial Car Grooming Services including (2) Vacuum (2) Shampoo Seats (2) Wax & Polish (2) Wash & Dry (2) Detailing (2) Steam Cleaning

Specialists in Pre-Sale Preparation

And for Mechanical Repairs and Service

(2) Exhausts (2) Tyres 12> Drive Belts (2) Clutches e Mags e Lube Service (2) Spark Plugs (2) Brakes (2) Oil Packs

July 1997

Dave Beazer

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BODY

~[ffimoa eeltll equipment'

"SPECIAL EQUIPMENT" TECHNICAL SPECIFICATION

One piece moulded body of glass fibre reinforced plastic with separate steel backbone chassis fitted with wide-opening doors, electrically operated windows, multi-curvature safety glass, vacuum operated retractable head lamps, chromium plated steel bumpers and 13 gallon fuel tank giving up to 350 miles range. Luggage capacity 6 'h cu. ft. in separate lockable, carpeted compartments.

ENGINE Lotus 4-cylinder 1558 C.c. twin overhead camshaft unit producing 118 b.h.p. at 6,250 r.p.m. Compression ratio 9-5:1. Two twin choke Weber 40 DCOE carburettors, Lotus high efficiency 4-branch exhaust manifold. Top speed 120 m.p.h. 0-60 m.p.h. 8.2 secs. Touring consumption 26.0 m.p.g.

TRANSMISSION Lotus-Ford close ratio gearbox coupled to 377:1 hypoid bevel final drive. Optional 3.55:1. Ratios:--2.97; 2.01; lAO; 1.00.

SUSPENSION Front by wishbones, coil springs enclosing telescopic dampers. Rear by independent coil spring Chapman struts with wide base lower wishbones and twin radius rods to differential.

BRAKES Servo assisted Girling \0 inch discs all round giving 334.0 total swept area. Adjustable handbrake operates on rear discs.

WHEELS AND TYRES Lotus pin-drive Knock-On ventilated pressed steel wheels,S !!z.I rims with 165x \3 radial ply, High Speed tyres.

INTERIOR Fully carpeted interior, full felt soundproofing, mahogany facia with comprehensive instrumentation. Two wave band, push-button radio. Built-in Inertia Reel Safety Belts, two widely adjustable bucket seats two occasional seats in rear. Lotus n Airflow" ventilation with adjustable face level vents. Air horns windscreen washers and safety glass all round. Heater/demister with fully adjustable heat controls. Lockable camera compartment, rear parcel shelf and three ash trays.

Length 14 ft. I in. Width 5 ft. 6 in. Weight from 2,086Ib. Max. height 3 ft. II in. Tank capacity \3 imperial gallons. Lotus reserves the right to change models, prices and specification without notice.

LOTUS CARS (SALES) LTD. NORWICH NORFOLK NOR 92W Telephone WYMONDHAM 3411

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LOTUS WITH THE MOSTEST?

1978: And so it was that on Saturday 29 April 1978 I checked out the Evening Post as usual for the Jaguar Mark 2 twin-cam 3.8 litre that I'd had a passion for since the early sixties -good selection of Jaguars tonight: XJ6 ..

.a 2.4 .... Mark X ... Mark 7 .. 3.8 S­type .. Landrovers .. Lotus Elan Plus 2 ............ Marinas .. Mazdas ... whoa - just run that past again - a LOTUS? - 'Lotus Elan Plus 2, 1969, recond. twin-cam engine, pop-up lights, elec. windows, hrw, adjustable shocks, etc. An immaculate example of this classic sports car. Phone.. ' (no price).

I'd never seen, let alone driven, an Elan Plus 2 but I remembered that this streamlined 'Italian-looking' road car was slotted among some terrific track cars designed and constructed by Colin Chapman and Lotus. Back a decade to .....

1968: The motoring press was having a field day - one couldn't fail to be impressed with what UK Motor Sport and Motor were saying about Lotus:

Lotus Type 49

The truncated monocoque Formula 1 car for 1967 which introduced the Cosworth Ford DFV V8 engine to Grand Prix racing with a victorious debut in Jim Clark's hands at Zandvoort. The standard setter of its time - its impact greater than the Type 25 ..... Graham Hill won his 1968 World Championship in 49 and 49B cars. Twelve Type 49 cars were built... ..

Lotus Type 50

Elan +2 coupe introduced at the London Motor Show in 1967. Weber carburetted Lotus Ford twin-cam engine with small Stromberg batch late in 1968. Total production was 5200 .....

Lotus Type 51

Spaceframe Formula Ford single seater introduced for 1967 based upon the trusty old Type 22/31 series design .....

July 1997

Ken Grace

Lotus Elan +2

'Elan Plus a lot.. the uncanny cornering powers of this remarkable machine equal or

exceed those of any other production car we have driven .....

Longer, wider, sleeker, faster, Lotus brings family appeal to the Elan series with the +2 model which adds much in space and refinement but lacks none of the usual Elan agility . .' UK Motor Sept 1967

Lotus Elan +2

'Grand Prix experience applied to everday motoring.. 'UK Daily Express Motor ShowReview 1968

At that time, in late '68, life at sea in the way of a nautical career was coming to an end. I had made the decision that after a couple of years at nautical college and a few more at sea, it was time to drop anchor and come ashore. A major move as I was based in UK and a new life 12,000 miles away was beckoning .. marriage and a pre-arranged shore job (I believe the pre-arrangement was that way around) in New Zealand lie ahead and any ideas of owning a Jaguar, let alone a Lotus, was simply a vision .....

1978: But 10 years on, it was quite practical to own a classic - wasn't it? It had to be British - had to be a twin-cam - and it had to have four seats. In 1963, Colin Chapman had a vision - that owners of his Lotus Seven -Elite - Europa - Elan - would outgrow them and want a four-seater, albeit only two occasional seats, for the impending family. To the drawing board did Lotus go and in 1967 the first genuine Lotus model with two occasional seats appeared - the Elan +2 (not counting the Lotus Cortina Mk 1 or 2 that owe more of their heritage to Ford than Lotus).

The plan was not to rush into this. I knew little about the Elan. It was of glass-fibre construction which meant that my trusty rust­detecting magnet would be redundant.. ... whereas with the Jaguar, I had collected a

45

few manuals and driven many Mk2 3.8 cars - a friend owned one and had showed me its shortcomings in intimate detail - with hindsight, perhaps I knew too much?

Saturday 6 May Evening PosLLotus Elan Plus 2 a repeat of that advertisement - this time a price .. not such a king's ransom after all..quick phone call. Reason for selling? Need the money to purchase an Elan Sprint from a fellow club member in Hawkes Bay. Receipts? Yes, many, including engine work by Hamlin and Charles and Masterton based Lotus twin-cam specialist Francis Pointon. Will think about it and ring you back .....

Saturday night and Sunday morning I thought about it. Sunday afternoon - rang back - arrange to view. Terrific test drive. Price negotiable? -yes, vendor aware some work still required (funny, a/ways an understatement). By Wednesday we had a new addition to our family - two children, two cats and two cars!

Six months later and two thousand dollars lighter, I began to feel happy/confident with the overall cosmetic/mechanical condition of the car - even then it was to be just tidylreliable with only vague 'showroom' pretensions. Those dollars were spent on: engine - new: petrol pump - oil pump - cam shaft bearings - timing chain - carbo kits Lucas alternator (fitted as standard to later cars) to replace generator/ regulator heavy-duty battery - exhaust pipe and free-flow muffler, brake/clutch - new: master pistons - seals - brake pads; rubber - new: front and rear screen rubbers/chrome filler - a set of four Michelin ZX tyres - improved interleaved set of four rubber Metalastik/Rotoflex donuts for the half-shafts (fitted as standard to later cars) to replace Hillman Imp type - suspension bushes, engine mounts - hoses, cosmetics new: indicator and tail-light lenses - badges - chrome plating. Fluids/oils/filters. Inertia-reel seat belts. Etc. A busy six months.

Fortunately, costs were for parts only - my own labour of love - except for the chrome plating of course and the reconstruction of the lower downpipes of the fabricated tuned manifold system and exhaust pipe. Mild steel, not stainless, was chosen in order to enhance and not subdue the note of the Lotus-Ford twin cam.

By the time that six months was up I had become an enthusiastic member of Club Lotus New Zealand. There were multiple benefits of

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membership and to name just a few - a vast pool of experience with Lotus cars was there for the asking from the Wellington fraternity - who owned all makes and models. Usual club social events including dine-outs - rallies - outings -gymkhanas - Manfeild events - all to the delight of my youngsters (an impressionable son and daughter comfortably accommodated in the rear seats till they outgrew them at age 12 or so) and every month a club meeting at a member'S house. There was an average of 20 Wellington members in the '70s and '80s with a core of around 10 plus girlfriends/wives. With such numbers, club rooms were not required and we took turns to host the monthly meeting and to supply supper. To put the icing on the cake, some lasting friendships were made.

A few years down the track I joined the committee and became Editor of the club magazine. During that time, a game plan among keen committee members was to book and eventually acquire new registration plates for three different models. The President's Europa became LEi, the Editor's Elan +2 LE2 and the Secretary's Elite LE3 - which was a bit cos her but eye catching at shows and events. Because of the gradual drift of members and cars to Auckland in the '80s, inevitably, Auckland took over the reins of the committee. Christchurch members felt unrepresented in the new bureaucracy and began their own South Island Club. With only a few Wellington Club Lotus owners remaining, word got around that the Constructors Car Club had been formed. Well suited to this kit-car fraternity, members Nigel Wheeler - Lotus 6, Rob West - Lotus 7, John Thomson - Lotus 7 A, Brian Main - Lotus Elan +2, Steve Dorrington - Lotus Elan +2 and myself, touched base.

One of the major events in which Club Lotus was well represented was the Wellington Classic Car Show - the first Wellington Inter­Marque Concours D'Elegance - at the Show Building in June 1983. The event, organised by the Daimler & Lanchester Owners Club in association with Radio Windy was an outstanding success as far as uniting the car clubs and putting on a great show. Alas, it was not a financial success for the organisers and it was to be the first and last. Nevertheless, it's pleasing to still see such local displays - a la annual British Car Day.

Spare Parts

classics, these being the two-seater Elite coupe of 1959-63, the Elan two­seater introduced in 1962, the Europa of 1966 and the Elan Plus 2 of 1967. In every case they got better as development proceeded, so if you are shopping around, look for a late model, if

Wellington Inter-Marque Concours D' Elegance 1983

possible, in all cases develop a sense of humour to deal with the failings

which are sure to occur.

Naturally, the Lotus Esprit and Lotus Elite/Eclat/Excel families, introduced progressively from 1974 (Excel, actually, was the Eclat's replacement in 1982) have to be considered.

Hutt British Car Day 1997

In some ways their backbone chassis/ glass-fibre body construction promises so much as far as long life is concerned, though in practice the twin-

So you may be thinking you'd like to know a little more about Lotus. Are they classics? Well, several of our club members can't be wrong - can they? And author Graham Robson had this to say about Lotus cars - in 'Collecting Restoring & Driving Classic Cars'

'The outstanding newcomer, though, was Lotus, which made its name with multi-tube framed racing cars but went on to produce some light, excellent handling, independentsuspended, GRP-bodied but oh­so-fragile road cars. All the road cars are

July 1997

cam engines can cost a fortune to maintain and rebuild, and there always seems to be a lot of work to be done on the suspension, steering, and chassis components. But they look so good, have so much performance, and such good road­holding . .'

Some technical notes supplementing the Lotus Elan +2 Information Sheet (Page 44):

Designer: Colin Chapman - the foremost race­car designer in the world in the '60s. Just over five thousand Type 50 Elan +2 cars made from 1967 to 1974.

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Body: Glass-fibre - panel thickness ranges from one eighth-inch to one quarter-inch in highly stressed areas. Considerable wind tunnel testing in conjunction with the Rover Car Company was undertaken hence similarities to the Le Mans Rover-BRM gas turbine car producing the long, drooping nose and an exceptionally low drag coefficient of 0.3.

Chassis: Steel backbone fabricated chassis from steel pressings. Spaceframe available from specialist chassis manufacturers Spyder Sport. Handy to have a spare about NZ $3500 and $4000, respectively - landed. Chassis changes straight-forward 16 body pick-up points and in UK, typically. deliver your car Friday afternoon and collect Monday morning with its new chassis.

Engine: I'm running the Lotus-Ford twin-cam in special equipment 1558cc 118 bhp @ 6250 rpm form - red-lined at 6500 rpm. The TC utilises several Ford parts, including the five­bearing cast-iron Ford 116E cylinder block with a Lotus light alloy head - over 40,000 were built

. and was first introduced in Jim Clark's Lotus Type 23 at Nurburgring in 1962. 'In house' TC production commenced in 1967 at Hethel in Norfolk. A variety of twin-carb arrangements were incorporated throughout production -Weber to Stromberg back to Weber and then Dellorto.

Gearbox/Differential: Gearbox Ford internals (Corsair 2000E) close ratio 4-speed fully-synchro gearbox (optional 5-speed Leyland internals). Dif! - Ford internals in a Lotus alloy housing - ratio 3.77: 1 (optional 3.55: 1 for high speed motorway cruising with 4-speed gearbox).

Steering/Suspension: Rack and pinion. AII­round independent suspension. Elan +2 being ten inches wider (track - seven inches wider) than the 'Emma Peel - Avengers' Elan, offers improved handling relative to the Elan. Front anti-roll bar.

Fuel: The motor sitting in 50/1329 is a special equipment version with a compression ratio higher than the spec. sheet - 10.3: 1 and prefers the higher octane that used to be available in the UK in the '60s - i.e. Esso 'Tiger in the Tank' 101 octane. NZ premium octane was acceptable but now with what appears to be fluctuating octane levels (94/96) - and a

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suspect shorter shelf life - a dash of 104+ available from Road and Track, High Street, Lower Hutt restores performance.

Economy: An impressive 63 mpg at 30 mph -35 mpg at 60 mph - 21 mpg at 100 mph. When utilising the 0-60 mph in 8.2 sec performance .. 25-31 mpg overall.

Maximum speed 125 mph.

Wheels: Knock-onsteel 13"x5.5" shod with Michelin ZX 175/13 steel radials.

Weight: 17cwt. Distribution: front 48- rear 52.

Badging: The front badge bears its creators initials (entwined) - ACBC - Anthony Colin Bruce Chapman. For just a short period in 1968 and on 50/1329 - the badge colours were changed from standard green on yellow to all black as a token of respect for the late Jim Clark. At the rear, the +2 wears a chrome badge bearing 'World Champion Car Constructors 1963 - 1965 - 1968' each date (primarily due to Clark Clark - Hill, respectively) with a background of laurel leaves.

Parts: Immediate availability from numerous UK outlets. NZ selling (not asking) prices range from $15000 to $20000 (good value for money) depending on age (1967-74), model (115 bhp, 118 bhp SE or 126 bhp Big Valve engine - 4 spd or 5spd gearbox) and general condition.

Pat Lynch at Small's Books & Models often has a number of reference books in stock. Worth purchasing if you're in the market for an Elan/Elan +2: Brooklands Books 'Gold Portfolio Lotus Elan 1962-1974' for road and track tests - new model reports - owner surveys - buying used - specifications and so on, Haynes Books 'Lotus Elite, Elan & Europa' by Chris Harvey and Osprey Books 'Lotus: Twin-Cam Engine' by Miles Wilkins - a revered book indeed.

Rumour has it that Colin Chapman's idea of a Grand Prix car was that if it succeeded in completing one lap more than required - it was over-engineered. Bearing that in mind - all Lotus are Lots Of Trouble Unless Serviced -regularly! Do I have any regrets at purchasing 50/1329? None, and to this day it has provided some exhilarating motoring and remained a reliable second car - albeit travelling a mere 1000 miles a year. .. maximum!

Happy Motoring.

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