Sunday, July 31, 2016

Thursday, July 28, 2016

Pete G's friend's Geneer Outlaw.

The car has Porsche 356 running gear and was very competitive in Historic Sports racing, it weighs 200 kg less than a Porsche speedster. It has now been "outlawed" from historic events as it is supposed to be "over-developed". That's a bit hard to swallow considering Barry Coutts own car was powered by a 1720cc Porsche engine. Barry was the original manufacturer of the cars. The Outlaw was produced in sufficient numbers to become eligible for Marque Sports Car races back in the day. It's hard to believe there are no other survivors. There was a rumour of Volkspower in Sydney having one stuck away or they knew of one.

What I like most about the Geneer is that it differs from most other VW powered sporties as the engine does not hang out the back but sits between the cockpit and the transaxle. With the transaxle facing forward, its crown wheel has to be turned over to drive from the opposite side of the pinion. This is the layout used in Formula Vees, Barry Coutts produced 35 F-Vees before the Outlaw production. In fact the Outlaw's chassis was basically a widened Vee space frame.

Wednesday, July 27, 2016

Monday, July 25, 2016

Saturday, July 23, 2016

What a pity.

Imagine what it'd be worth today.

From the Historic Racing Car Club of Tasmania.
This is the Peter Brock's 1975 Bathurst winning Torana after it was purchased by Tasmanian Roger Stanley, pictured here at Calder around 1977. Sad, sad end for the car, front end of it ended up on a speedway car the rest went to the tip after being written off on the road, previous to that it sat in a used car yard in Devonport for quite some time with a price tag of $8000 alas no one wanted it, the owner retrieved from the yard and binned it big time.

Friday, July 22, 2016

Human Go-Pro.

Remember the post we did about on-board cameras in the old days? This must really take the prize.
Now we know how that fantastic film of Fangio's lap was done.

Thailand.

Their trucks rival the Jeepneys of the Philippines.
And while we're there, I'm intrigued to know what this sign says.

Beautiful.

Time for another Buchanan photo.

Magnificent.

A twin engined Alfa.

Saturday, July 16, 2016

An interesting NZ Ferrari of sorts.

In 1960, New Zealand businessman and enthusiast racing driver Pat Hoare made a trip to Maranello to purchase a V12 engine for his Ferrari 625 (ex de Portago, Hawthorn and Gonzales) to replace its problematic 4 cylinder unit. Hoare was a personal friend of Enzo Ferrari, and it was Enzo who'd had Hoare's 'Tasman special' 625 fitted with its larger 2996cc engine when he purchased it in 1957.
But rather than return to NZ with a V12 engine in 1960, Hoare returned with a whole car. He ended up purchasing a Dino 256, chassis 0007, the car driven to victory at that years Monza GP by Phil Hill, and the last front engined car to win a Formula 1 Grand Prix. The 256 (originally designated 246 when it was built in 1958, but modified in '59, and given a new designation) had raced with a Dino V6 engine, usually around 2414cc, throughout its GP career, but the Tasman rules, being those used in both New Zealand and Australia, allowed for engines up to 3000cc. Therefore, Ferrari had the 256 fitted with a 2953cc 60 degree V12 Testa Rossa motor, one of the engines usually used in the teams 250TR sports cars. Producing over 330hp, the V12 was around 50hp up on that of the smaller Dino V6.
Hoare qualified the 256 14th for the New Zealand Grand Prix at Ardmore in January 1961, and finished 7th behind a star-studded cast, including race winner Jack Brabham, Bruce McLaren, Graham Hill, Ron Flockhart, Denny Hulme, and Jim Clarke. The Ferrari was the first front engined car home. Hoare finished 2nd to Hulme in the Dunedin Road Race in a much depleted field that included few internationals. A 4th placed finish behind Jo Bonnier, Roy Salvadori, and Hulme at the Teretonga International, and victory in the Waimate 50 road race, against a New Zealand driver line-up, were other highlights of the 1960/61 season.
For the 1961/62 season, Hoare was again the local star in the New Zealand Grand Prix, qualifying 11th, and finishing 6th, behind Stirling Moss, John Surtees, McLaren, Salvadori, and Lorenzo Bandini, and again the big Ferrari was the first front engined car home. He won the Dunedin Road Race, and placed 2nd in the Waimate 50 behind Jim Palmer, and emerged from the '62 season as the winner of the New Zealand Car Clubs Racing Gold Star, for New Zealand drivers.
Sadly, Motorsport New Zealand introduced a 2.7 litre engine limit following the '62 season, deeming the magnificent 256 ineligible. No longer would the buildings of Dunedin and Waimate rattle to the sound of its booming V12. Hoare placed the car on the market, but unsurprisingly, there was little interest in the outdated racer with its over-sized engine, and it sat for some time before Hoare decided to convert the Ferrari for road use.
He considered the different road going Ferrari options available, but there was really only one choice. Given the 256 was a race car, the logical option was that it be built into a 250 GTO, a close replica of the 1963 notchback models. Hoare had Enzo supply him with blueprints of the '64 GTO, along with some components including the large wrap-around windscreen. Firstly, the plans, which were in metric, were converted by an architect friend of Hoare's. They also had to be modified, as the 256 had a wheelbase 6” shorter than the GTO. At 6 foot tall, Hoare would struggle to fold his large frame inside a genuine GTO, so his shorter example would need to account for this.
Hoare's long-time racing mechanic Ernie Ransley removed the single seater body-work from the Ferrari, which, fortunately, was kept and stored. Ransley then set about the task of converting the steering from central-steer to right hand drive, for the local NZ roads.
Hec Green, a very clever New Zealand race car designer, was given the job of building the tubular framework on which the body could be shaped and mounted. The frame-work itself was a work of art, as it had to follow the exact contours of the curvaceous GTO lines. Once that was fitted to the chassis, the car was sent to a local coach-building firm, G. B. McWhinnie and Co, where Reg Hodder, a metal craftsman with over 40 years experience, shaped the body from sheets of16 gauge aluminium, over a 9 week period. G. B. McWhinnie and Co also applied the Ferrari red paint work.
Once the bodywork was completed, the Ferrari was sent to 18 year old George Lee, who crafted the interior, which included semi-reclining bucket seats, and fully upholstered door cards, dashboard top, and transmission tunnel, all covered in leathercloth. Curiously, all the instrument gauges were mounted on the left side of the dashboard, the opposite to where the driver sat.
From most angles, the Hoare 256 closely resembled a genuine GTO. From a side profile, the shorter wheelbase was more pronounced with the cabin side windows being extremely short, but overall, this was an extremely high quality conversion, and all New Zealand made. Indeed, this was part of Hoare's motivation for converting the 256, to showcase New Zealand craftsmanship.
All the 256 running gear was retained, as well as the wheels, brakes, suspension, steering wheel, and even the clear perspex cover on the bonnet, that housed the 12 gleaming trumpets of the six Weber carbs.
Weighing in at around 700kg, the Hoare Ferrari was around 200kg lighter than a genuine GTO, had around 30hp more, and with its independent rear suspension, was considered to be the fastest fully equipped road going Ferrari in the world, even by Enzo Ferrari.
Hoare enjoyed the Ferrari for a few years until his death, at which point it was purchased by Logan Fow, who took part in a number of club racing events and standing sprints, recording a 13.9 for the quarter mile. It was later owned by Donald McDonald, who attempted to break the 3.0 litre New Zealand land speed record in 1969, coming up just short with 144mph (233kph) and 155mph (249.6khp).
The Ferrari was eventually purchased by Neil Corner, along with all the original 256 bodywork, and restored back to its Tasman guise by Crosthwaite and Gardiner. The only original item that couldn't be used in the restoration was the perspex carburettor cover, which had discoloured with time.
Paul Jaray in Italy put this together from information supplied from Christian Wehde's post at Autopuzzles.

I've only been to Kiwiland a couple of times, most recently 30 years ago but I was going through my box of photos from New Zealand and lo-and-behold, look at this.
Not being a Ferrari expert I wouldn't have noticed the short wheelbase. It was just worth a photo of a rare car, a GTO I thought. According to the Kodak stamp on the back the film was printed in July '75.

Meanwhile, what's this being built down at Gerard's workshop?

Friday, July 15, 2016

K & A's cover photo.

It was an amazing car and they must be very proud.

Thursday, July 14, 2016

At least in Melbourne.......

.....you can get a look at the new NSX.

Wednesday, July 13, 2016

Kapunda - week 89

24 hour Reliability Trial.


Saturday, July 9, 2016

Looks interesting.

Bolt in independent rear end for 64-70 Mustangs.
From Heidts Automotive Group.

Friday, July 8, 2016

They do things differently overseas.


A walk in the bush.

Never know what you might find.

Thursday, July 7, 2016

Hey Trevor, have you seen these?

Have you ever wanted to run a three phase powered machine, but you only have a single phase power supply available? Get 3 phase from single phase power with an Australian made single phase to 3 phase converter from Phase Change Converters.   
PC3 - Mill in toolmaker workshop
Phase Change Converters are your complete one stop shop for solutions to 3 phase power problems, offering a range of technologies and electrical accessories that make 3 phase machines work. 
The Phase-Changer three phase converter changes a 240V, 415V or 480V single or two phase supply into an equivalent 415V 3-phase output, which is just like a utility 3 phase supply. It will efficiently operate any 3 phase equipment.

ANY MACHINE, ANY APPLICATION
Provided you have adequate single phase power available, there is always a Phase-Changer three phase converter solution that will reliably power any 3 phase machine. Workshop equipment, welders, compressors, pumps, computer controlled machines, air conditioners, in fact anything that requires 3 phase power can be operated by a Phase-Changer converter. Even big "hard to start" loads will start & run reliably with power from a Phase- Changer.
PC11 - woodworking
Your local electrician connects the input to your single phase supply via a new circuit breaker. And just like standard utility 3 phase, the output is connected to your machinery - and in most cases, that's it - you're ready to go!
Compare the cost of a Phase-Changer to the cost of connecting to a utility power supply, and in most cases the Phase-Changer will cost far less. And you own it. It can be relocated or resold if your circumstances ever change.

ALL THE BENEFITS OF 3-PHASE POWER WITHOUT THE COST:
Most commercial machinery over a few kilowatts is designed to operate on 3 phase power. That's because 3 phase motors are more reliable, much less expensive, more readily available, have a much better starting capability, run more efficiently (eg. 90% compared to 70%), and last many years longer than their single phase counterparts.
Simply put, single phase motors are expensive, inefficient and unreliable when compared to a 3 phase motor. The requirement for larger machinery often means that 3 phase connection is the only option. In many cases, machine manufacturers do not offer single phase solutions. Having 3 phase power available opens up a whole new world of alternatives to the machinery shopper. A large variety of 3 phase machinery is available from both new and used machinery dealers - and it is usually cheaper and more readily available.

THE REAL COST ALTERNATIVE TO UTILITY 3-PHASE
PC6 - Vineyard Irrigation SWER supply
The Phase-Changer is simply the least expensive way to operate 3 phase equipment wherever utility 3 phase is unavailable or is too expensive to obtain. It eliminates the utility charges to extend 3 phase power lines and the cost of new supply transformers and power metering. It also saves the cost of a new 3 phase switchboard and can usually be installed in less than an hour compared with weeks or even months for a utility line extension. Phase-Changers can be used on Single Wire Earth Return (SWER) power supplies. Standard model sizes range from 2.2KW to 45KW and suit any application. The only limiting factor is the size of the single phase supply available. A Phase-Changer is much less costly than a generator to own and operate and it is much quieter. Phase-Changers are 'stand alone' converters that you own and can be relocated or sold if you ever decide to move to a new property.



Phase Changer on ABC TV. Click on image for more information.

Can't put the Datto boys off their game.

Off their lunch maybe.

I wonder if they ever got their price.


Wednesday, July 6, 2016

The ceremonial handing over of the gavel.

Congratulations Garry and thank you Dino for the last 2 years.

Couldn't get much more original than this.

Was on E-bay but quickly withdrawn before a single bid was made. Presumably a sale was reached outside the auction. Reserve was set at $24,500. It has been laid up for about 12 years.
The owner in Colac, Victoria, had this to say about it.
"Bolwell Mark 7 1966
True surviver - No body mod's - Factory car - Holden red 6 - Triumph 2000 4 speed gearbox - all original running gear - webber carby - All period correct running gear - Has been in storage for 12+ years - you wount find a untouch bolwell this day and age no body mod and all factory running gear a real gem.."