3 GT5 cars ran at a HOT Gateway National. Jack Beck was fastest in
both the race and qualifying and walked away with the win. Peter
Zekert was a distant 2nd and Brad Lewis was third driving the 1200 he
purchased from Weber Manning. Brad spent most of the weekend tuning
his new machine. He was happy as his times improved all weekend.

By the way, Brad Lewis still has his BEAUTIFUL tub 1200 race car.
Talk to him at the Runoffs if you know a friend who wants to own a
reliable, well tuned GT5 car.

What engine blocks are legal for GT5 for the old style Honda Civic.
The original blocks were EB2 or EB3, but here in Canada there was
also the EN1 (1335 cc) that is actually the same block. Could I use
the EN1 block to build a new engine?? (I have one, already set up for
dry sump).

Also, I would like a recommendation for an appropriate dry sump pump
(2 scavenge, 1 pressure stage). Even with the best baffled pan we
could build plus an accusump, I still had oil pressure problems under
heavy braking & cornering.

Thanks in advance for the advice.

Jim Hargrove,
Surrey, BC, Canada

PS. I just raced in the SCCBC Invitational sports car race at the
Vancouver Indy last Sunday in a rental Toyota Corolla. About 30,000
fans stayed after the Indy to watch us run. What a BLAST!! If I had
my Civic running, I could have won my class instead of coming a
distant 4th. 48 cars started, 36 finished.

Robert helped me out once when I was racing by myself and
happened to padock next him. He always said hi to me after
that. I didn't know him well, but it's another sad loss.

FOR IMMEDIATE RELEASE

Contact: Eric Prill, SCCA, 303/694-7222, eprill@...

HEART ATTACK LED TO KASIK'S FATAL ACCIDENT AT ROAD
AMERICA

ELKHART LAKE, Wis. (July 30, 2002) - Robert Kasik, 56, of
Roscoe, Ill., suffered a heart attack while in his racecar, leading
to his fatal accident at Road America Sunday during an SCCA
Club Racing National event.

Reports have found that Kasik was unconscious due to a heart
attack when his Chevrolet Camaro left the track at turn 12. Kasik
sustained a basal skull fracture in the resulting impact, which
the coroner has listed as his cause of death.

Funeral arrangements are through Kokssak Funeral Home, 189
S. Milwaukee Ave., Wheeling, Ill. 60090; (847) 537-6600.
Visitations are scheduled for Thursday, August 1 from 2:00 to
6:00 p.m. followed by a funeral service from 6:00 - 7:00 p.m. A
private entombment service will be held on Friday.

-30-

scca.org
visit and read press release

Who's interested?? These are the 76mm GT5 A12A +0.040 pistons that
are listed as part number 12010-A14STD. Nissan Competition no longer
carries these.

If we could get 10 people willing to buy a set I will do the legwork
and do the ordering. Peter Zekert 314 291-8441 or peterzekert@...

If anyone has any 76mm Wiseco pistons for sale, please email me.
These are the ones that used to be sold by Nismo as A14STD. Thanks
Chris Fox, chris29gt@...

found  a pic of joe's  car at 79 cdn. runnoffs checkit out in the
vintage photos file. keith d.

1. Bob Dowie, Nissan Sentra
2. Jay Iliohan, Alfa Romeo
3. Keith Degauque, Mini Cooper
DNF. Chris Fox, Nissan 200SX
DNF. Ted Phenix, Mini Cooper
DNF. Bob Tarzwell, Mazda MX3
DNF. Chris Vohl, Mini Cooper
DNS. Chris Riley, Mini Cooper

In the August 2002 issue of SportsCar (page F-183) I think there is
a very alarming action by a Chief Steward that was fully supported
by the SOM.  The Chief Steward at Laguna Seca on April 28th filed a
Request for Action against a production driver for failing to
provide sufficient racing room for a GT-1 car.  The judgment briefly
states that the production car "did not alter his racing line to
accommodate a risky pass attempt … "    The judgment does not
indicate the production driver did or took any action that might
have led to or caused the incident other than following the normal
preferred racing line through a turn.

From the commentary there is no way to know who was still in a
race.  My experience is that with the exception of the Runoffs, most
races have a determined outcome after 2 or 3 laps and then only
changed by reliability or incident.  Most likely scenario is that
the GT-1 race was "over" (who would win already determined) when the
GT-1 car attempted to pass the production car.  If the GT-1 car did
honor the possibility that the production car was still in a race is
unknown.   What is taught in every SCCA driver's school I attended
or participated in is that a driver should maintain the line.
However, an indication by the overtaken driver as to which side the
approaching/closing car should pass on should be given.  For an
overtaken driver to surrender track position every time passed in a
turn goes beyond ridiculous. It appears the GT-1 driver simply ran
out of skill.

I think the real problem (for which there is minimal solution) is
the way the six race groups (more or less) are determined for a
Regional/National weekend.   That results most times in only six
classes leading a race.  As this scenario repeats itself over and
over racers of those classes develop a mind set.  Saw this
demonstrated at Topeka recently where a SRF driver (who hit a GP
car) came over to the production racer and scolded him for not
braking sooner so the SRF could have the turn to himself.  He told
the GP racer that he should respect the fact that the SRF are always
the race leaders.   What is needed/desired is a race grouping where
the SRF are not going to be the race leader every race.  We need a
variety of race groupings where more classes have opportunity to be
the race leader.  This would help rid this elitist attitude.  There
also seems related to this incident the division of those who work
hours on their car and those that don't.

Just don't think we need any renegade Chief Stewards and SOM who are
trying to rewrite the rules through this kind of bogus litigation.
There are way too many confusing issues in SCCA.  Any attempt to
bring this to the forefront should be met with alarm and
resistance.  Outrage describes my sentiment.

Dowie     1:01.986

Tarzwell  1:02.410

Fox       1:02.430

Kopley    1:03.084

Perotti   1:04.046

Vohl      1:04.191

Riley     1:04.431

Knox      1:04.585

Degaugue  1:05.464

Patelson  1:09.721

First Race 40 car field With 8 EP cars, 6 GT4 car and 4 GT5 cars
Jimmy Burke was on the overall Pole with fellow GT5 driver Dan Robson
on the outside front row. Burke and Robson ran off and hid from the
EP cars giving Jimmy his first overall win. Dan was 2nd,Jay Bivins
3rd,and Larry Janzen was 4th.
Race 2  Dan started outside front row 1st in class just a 10th
quicker than Jimmy who started 2nd row inside.Just 1 race before
going to the grid we had a bad lighting storm that blew up the main
transformer at the track. After a long delay to restore power we ran
a wet race. Dan had a failure on lap one, I kept Jimmy up to date on
Janzens where abouts and Jimmy got the 2nd win of the weekend.Larry
was 2nd Dan DNF and Bivins DNS

S.E. GT5 Points
Burke  66
Robson 54
Bivins 35
Janzen 30

Since I was very happy with my qualifying result, being 3 seconds
quicker than last LRP, event where I was a "1:12.whatever..."  I did
want to say that I was qualified at a 1:09.721, this weekend which I
again was very happy with, (dig we must for a growing new york!
[con-ed used to have this in front of all there construction
sites,just funny!])  Anyway the race...hahaha, reminiscent of grenade
practice, how far can a piece of engine travel... and is it possible
to see through the smoke at time of implosion....
Anyhow, I'm looking for a motor, for the glen....
Ciao for n

Results Hallett July 7th, 2002

1. Jack Beck - Alfa -(new track racord)1:28.68
2. Keith Maloney - Mini - 1:30.00 (46.6 seconds back)
DNS Roy Lopshire - Tercel - (motor)

We had a good weekend at Lime Rock.  Ten GT5 cars entered.

1-  Bob Dowie       1:03.024

2-  Chris Koply      1:04.219    Ted Phenix made the trip down to
crew chief for Chris.  Ted will be back behind the wheel next week at
Watkins Glen.

3-   Al Perotti         1:04.091

4-  Chris Vohl        1:03.738    First good run for his RWD Mini.
Looks like it will be a good car.

5-  Kieth Degaugue 1:05.786

6-  John Knox         1:06.110

7- Chris Rily           1:05.019

8- Bob Tarzwell     1:03.567   Bob's car is running well and he led
the first few laps.  Mechanical problems took him out.

9- Dan Patelson      1:12.320

10-  Chris Fox         1:09.781  Chris qualified well but a broken
rocker arm put her out after two laps.

1. Jack Baumgartner, Mini
2. Ted Wollensen, Mini
3. Peter Zekert, Nissan 1200
4. Jim Rauck, Nissan
5. Ken Jones, Toyota Starlet (ex-Dick Reynolds)
DNF Jim Wessel, Honda Civic

The car does not have a rear sub frame/rear floor.  Are there any
archivists out there with a 1970's GCR?                             --
- In
sccagt5racing@y..., "joecam96" <joecamilleri@r...> wrote:
> George,
>
> If the car still has front and rear subframes and the original
floor
> and firewall, the current rules will basicaly apply except for the
> tube-frame stuff. Other than improvements in safety equipment
> and changes in weight, engine prep and suspension rules have
> not really changed. I guess you will need a '70s copy of the GCR
> and Sedan category specs.
>
> The MG Metro Turbo brake calipers use two lines going to each
> caliper, one to each side. You will have to connect them together
> to a T junction. I used to have a set on my Mini. They take an
> LD65 pad which you can get from Hawk or Performance Friction.
> The non-vented rotor version of that caliper was popular on
> S2000 cars.
>
> You probably won't find a good set of used drop gears available,
> but you can order them direct from Jack Knight.
>
> Joe

George,

If the car still has front and rear subframes and the original floor
and firewall, the current rules will basicaly apply except for the
tube-frame stuff. Other than improvements in safety equipment
and changes in weight, engine prep and suspension rules have
not really changed. I guess you will need a '70s copy of the GCR
and Sedan category specs.

The MG Metro Turbo brake calipers use two lines going to each
caliper, one to each side. You will have to connect them together
to a T junction. I used to have a set on my Mini. They take an
LD65 pad which you can get from Hawk or Performance Friction.
The non-vented rotor version of that caliper was popular on
S2000 cars.

You probably won't find a good set of used drop gears available,
but you can order them direct from Jack Knight.

Joe

I have a 1973 Mini that in 1991 was bulit to a GT5 spec. that I
assume was current @ Waterford at that time. The car was dis-
assembled into 24 boxes, sold then traded. It currently sits in my
garage.
    What I need at present are some alloy 13"x6"(or7")rims and set of
straight cut drop gears. Can anyone help me?
    The car has Turbo four pot brakes. There are some strange looking
banjo fittings on short pipes, but I have no idea how this all hooks
up to the single flex lines, anyone with any pictures?
    This weekend I was at Mosport for their vintage festival. It
appears that they will be allowing a "70's" class of vehicles that
were former racers. The car (if the final published rules read as I
was verbally told) must have been a former racer and built to a
specific spec.- one cannot combine specs. Does anyone have the specs
for the early GT5 Minis? What was being raced at that time?
    Many thanks--George Trach / BudgetRacer.

1200 ex-tub car with H190 (510 wagon) rear end and Z brakes. Wreck
repaired with tube frame clip from main hoop forward. Fiberglass
doors, quarters, hood and deck lid. Front has 260Z steering rack
(front steer) with Z car arms, complete adjustable steering column
system, shortened 510 struts, Z car discs, camber plates, engine
mounts (a bare block is fitted), transmission mounts, body mounts,
radiator mounts, sway bar and sway bar mounts, older brake pedal box
with replacement master cylinders. $750.

Needs floor, firewall, some body mounts welded, windshield or lexan,
wiring, plumbing (some aeroquip included). Everything in the back of
the car is usable with maintenance (fuel cell, rear end and
suspension).

Peter Zekert Home: 314 291-8441 or Cell: 314 724-7098

Bryan, will you be at Lime Rock over the 4th? If so, look me up in
the B paddock. I have a decent collection of mains and jets. Also I
run the opposite almost...i.e. instead of 145 air jets and 165 mains,
I would have 145 mains and 165 air. Do your plugs look like what you
would expect based on the EGTs? I've seen where EGTs read lean when
the problem is the motor is really so rich it's burning fuel in the
exhaust pipe. Sometimes the EGTs aren't always giving you the
information you think. You may need to look at several things to get
the full picture. I do agree with the others, though---check the
valve springs first. If any are broken, you will have problems
getting the revs.

As to your question regarding flats vs Weber changes, the answer is
the dreaded "it depends". The Griffith carb was very sensitive, so
two flats there could be a change of 10 on the mains. The Ellis and
Comptune carbs were far less sensitive. A change of two flats there
might only be a change of 5 on the air correctors, if anything. I
have no experience with anyone else's SU carburettors on a production
car. Call or email me if you have more questions on this, I'll help
if I can.

try one size smaller on the air. if you have not replaced the valve
springs you should have them checked. need to replace at least every
other year. i don't think you will get more than 8500 with the 4.11
rear.

puts1200... my 45 webers run very well with  195/145.. egt is at 1350.
full race cam..check your floats, one might have a hole in it.check
your plug wires. yea I know I am reaching but it happend to me at
daytona.. hope this helps... john

--- In sccagt5racing@y..., putz1200 <no_reply@y...> wrote:
> The EGT shows in the 1250 to 1300 range on all four cyls.
which seems
> almost lean but the charts all say i need a bigger air correction
jet
> which whould lean it out more? right.

Bryan,

On the Mini, I'm looking for 1400F at the end of the straight. A
bigger number on the air correctors will lean out the top end. A
bigger number on the mains will richen the entire range.

Joe

The EGT shows in the 1250 to 1300 range on all four cyls. which seems
almost lean but the charts all say i need a bigger air correction jet
which whould lean it out more? right.

--- In sccagt5racing@y..., putz1200 <no_reply@y...> wrote:
> I have a problem w/my 1200 datsun, on sunday at the GT5
invitational
> it did not rev above 8200 rpm.  I've since adjusted the valves
> to .028 hot replaced plugs cap rotor to no improvement.  I am
> thinking I need to change the air correction jets smaller.  It has
> 145 air jets and 165 mains.  I tried larger mains ( I have those)
but
> no change again.  Being an old production racer I really wanted to
go
> two flats richer and pray to the S.U. gods. here is some base info
to
> work from.  1171 cc, 45doce, nissan E2 cam, msd 7al ignition crank
> triggered.  Any advise would be appreciated.
>
>
> Bryan Floyd
   Bryan,
       I crew on a GT4 200sx and we had a similar problem at NHIS.
       What we discovered was the valve springs went away, put in new
ones for LRP and the problem went away.
       Hank Pacitto

I assume you're running a pair of webers... single sidedrafts usually
require NO air corrector jets. Looks like your airs are too small,
try something in the 200 area. Are you lean or rich at 8200 rpm?

I have a problem w/my 1200 datsun, on sunday at the GT5 invitational
it did not rev above 8200 rpm.  I've since adjusted the valves
to .028 hot replaced plugs cap rotor to no improvement.  I am
thinking I need to change the air correction jets smaller.  It has
145 air jets and 165 mains.  I tried larger mains ( I have those) but
no change again.  Being an old production racer I really wanted to go
two flats richer and pray to the S.U. gods. here is some base info to
work from.  1171 cc, 45doce, nissan E2 cam, msd 7al ignition crank
triggered.  Any advise would be appreciated.


Bryan Floyd

To help finance my HP Sprite team, I've decided to make a go of it in
the competition photgraphy biz.  To that end, I will be at RA next
weekend at the Sprints.  Anybody that wants me to keep and eye out for
them let me know by email at dayle@...

Good luck to all who are running.  I drove there once and I brought
the wrong book to read on the straights.  It wasn't long
enough.....next time Moby Dick.

Dayle

1..Bob Dowie       1:02.8
2..Chris Kopley    1:03.8
3..John Knox       1:07.7
4..Ted Phenix      1:10.5    Lost good engine in practice. Switched
to a back up for the race.
5..Dan Patelson    1:13.0
6..Al Perotti      1:03.7   Oil leak induced clutch slippage.
7..Bob Tarzwell    1:06.6  Contact during the race.  Qualified at a
fast 1:02.4

Many thanks to Ron and all the gang at competition tire/Goodyear.
Also a huge bellyfull of thanks to the Ohio Mini group!!

Bryan Floyd