1. sports
2. auto racing

May
2011
A publication by and for the members of the
Flatwater Austin-Healey Club of Nebraska and Western Iowa
May 2011 Calendar:
12, Thursday-Pub Night, 6:30 PM
at Sean O'Casey's Pub, 10730 Q
Street, Omaha, NE
18, Wednesday, 12:00 Noon
,Lunch at The Steak House at
34th Street and Cornhusker,
Lincoln, NE.
21, Saturday-Mahoney Breakfast,
9:00 AM off Highway 66 ( just
west of I-80)
27, Friday-Fish, 6:30 PM at Bull
Dogs, Murdock, NE (Please
RSVP to Bart & Teri Hamilton:
Phone 402-592-5228 or email to
Bart with the Subject of "FISH":
bartman0@cox.net)
Please be advised that a PreConclave Caravan has been added
to the 2011 Conclave Web Site
****Your event here!****
This is not an article about how to fit a set of Michelin 30 profile
PS2s and BBS twankie deuces (Google it! -) to your MGB. If
WKDW¶VZKDW\RXZDQWWRGR\RXQHHGPRUHKHOSWKDQ,FDQJLYH
you, both mechanically and mentally. I hope this will help you
understand some of the differences between racing tires and street
tires, and whether or not racing tires are a better choice for
competition events.
(Send your event information to:
johnrued@gmail.com)
READ MORE ON PAGE 3
SCRIBNER-SEASON OPENER
PAGE 8
MORGAN 3-WHEELER
PAGE 10
WANT ADS
PAGE 12
1
Flatwater Austin-Healey Club
A chapter of the Austin-Healey Club of
America
C /o Newsletter Editor: John Rued
115 Bellevue Blvd South
Bellevue, NE 680005
402-206-1200/ johnrued@gmail.com
FAHC CLUB OFFI CERS 2011
Brad Swiggart
6530 Shenandoah Dr
Lincoln, NE 68510
402-430-6380/brad_swiggart@yahoo.com
President:
Dennis Stone
7702 Hascall St
Omaha, NE 68124
402-397-2385/ dstone_761@msn.com
Vice-President:
Jane Stone
7702 Hascall St
Omaha, NE 68124
402-397-2385/ janes_54@msn.com
MISCELLANEOUS SPUTTERINGS
By John Rued
,W¶VUDLQLQJVR,KDYHVRPHGRZQWLPH6R,FDQWXUQ
out the newsletter.
And though I kind of dreaded a four-hour effort that
would take the bulk of my Saturday morning, I was
delightfully surprised to knock it out in two²and that
was while I was reading the articles I was editing. (I
know--how can you edit an article without reading it?)
But what made it really enjoyable was experiencing the
explicit passion that exuded from the articles. You
contributors live this hobby. And it is infectious.
Secretary:
Michael Gregg
2808 Woodsdale Blvd
Lincoln, NE 68502
402-423-3236/ tobarcooran@aol.com
Treasurer:
AHCA National
Delegate:
John Ulrich
6845 South 44 St
Lincoln, NE 68516
402-421-9252/ julrich@lps.org
Officer At-Large: Terry Davis
16205 Capitol Ave.
Omaha, NE
402-637-0101/ tadavis50@gmail.com
Gerry Conant
410 South 1st St.
Council Bluffs, IA
51503
712-326-8968/ tobarcooran@aol.com
Officer At-Large:
How anyone doesn¶t give a quick thought to serious
vintage racing after reading Terry¶s tire treatise (T3)is
beyond me. Subsequent eroding thoughts of
competitive driving should be arrested by reading Joe
Kueper¶s airfield auto-crossing article (A3). And is
there any reason why it couldn¶t be done safely in a
modern Morgan marvel (M3)? John Sheally doesn¶t
think so«
Well, an aside. Looks like my wife will enjoy driving a
near-new Healey Hundred. The car is nearing
completion at Terry Worrick¶s shop in Eagle²and my
job in D.C. may be extended somewhat. That means an
unattended car with a curious and eager wife who
accuses me of driving like a grandma. Should I be
concerned?
Pam Brunke
850 Irving St
Lincoln, NE 68521
402-438-3330/ p_brunke@yahoo.com
M embership:
Driving Event Chair: Joe Guinan
75 Day Drive
Fremont, NE 68025
402-727-8011/ joeg@nebrr.com
WEB SI TE: www.flatwater.org - Webmaster: Ron Bonnstetter 402-423-9138/ rjb@unl.edu
2
FUMES²PART 1
RACE TIRE TECH
BY TERRY DAVIS
This is not an article about how to fit a set of Michelin 30 profile PS2s and BBS twankie deuces
(Google it! -WR\RXU0*%,IWKDW¶VZKDW\RXZDQWWRGR\RXQHHGPRUHKHOSWKDQ,FDQJLYH
you, both mechanically and mentally. I hope this will help you understand some of the
differences between racing tires and street tires, and whether or not racing tires are a better
choice for competition events.
$QLQLWLDOWKRXJKWPD\EH³2IFRXUVHUDFLQJWLUHVDUHEHWWHUIRUFRPSHWLWLRQHYHQWVWKH\¶UH
racing tires so they have to be better, right?´ Not necessarily. There are several variables,
SUREDEO\WKHPRVWLPSRUWDQWRIZKLFKDUHWKHGULYHU¶VH[SHULHQFHDQGVNLOOOHYHO,I\RX¶UHMXVW
VWDUWLQJRXWLQFRPSHWLWLRQGULYLQJZKHWKHULW¶VURDGUDFLQJRUDXWRFURVVLQJ\RXPLJKWZDQWWR
use VWUHHWWLUHVLQLWLDOO\:K\"%HFDXVHLW¶VRIWHQHDVLHUWRVWDUWOHDUQLQJSHUIRUPDQFHGULYLQJ
on street tires. They have lower limits than racing tires and your bad habits will show up
sooner. That way you can correct them. With racing tires, their grip is so good that you may be
able to get away with some poor driving techniques that you could identify and correct when
using street tires.
$OVRVWUHHWWLUHVDUHPRUH³SURJUHVVLYH´ZKHQWKH\ORVHJULSLHWKH\EUHDNDZD\PXFKPRUH
gradually than raciQJWLUHV6WUHHWWLUHV³WDON´WR\RXPXFKORXGHUDQGPXFKVRRQHUE\
squealing) when they are starting to lose grip. With racing tires its JULS«JULS«JULS«2RSV
No grip! Off the track you go. Street tires are probably safer than racing tires for beginning
GULYHUVEHFDXVHLW¶VHDVLHUWRVWD\RXWRIVHULRXVWURXEOH
Street tires will also let your learn how your car feels when it is approaching its handling limit,
and what happens when it understeers and oversteers. They will force you to drive smoother,
which means faster. 7KHUH¶VDVD\LQJ,I\RXFDQ¶WJRIDVWRQVWUHHWWLUHV\RXFDQ¶WJRIDVWRQ
race tires. With that being said, there really is no substitute for racing tires when you have some
experience, want to maximize your performance, and want to turn faster laps on the track or
autocross course.
So how do race tires differ from street tires? Rubber formulation and tire construction are a
couple of ways. True competition tires are so-FDOOHG³5-FRPSRXQG´WLUHV7KH\DUHPROGHGRI
softer rubber, have stiffer sidewalls, and are designed specifically for track or autocross use.
Examples include the Hoosier R6, the BF Goodrich g-Force R1, the Yokohama Advan A048,
and the Toyo Proxes R888. They often have little in the way of a tread pattern, sometimes only
2 grooves around the circumference of the tire to make it DOT legal. This helps maximize the
VL]HRIWKHWLUH¶VFRQWDFWSDWFKLPSURYLQJJULS5DFLQJWLUHVDUHDOVRGHVLJQHGWRRSHUDWHDW
higher pressures and higher temperatures than street tires.
3
$QRWKHUGLIIHUHQFHLVWLUHSUHSDUDWLRQSULRUWRUDFLQJ+XK"<HV\RXVKRXOGQ¶WMXVWWDNHDQHZ
set of racing tires, put them on your car, and head to the track or autocross course for a day of
IXQ&RPSHWLWLRQWLUHVQHHGWREH³KHDW-cycOHG´SULRUWREHLQJUDFHG:KHQWKHVHVRIW
compound tires are manufactured some of the bonds in the rubber are weaker than others. To
LQFUHDVHSHUIRUPDQFHDQGORQJHYLW\WKHWLUHVQHHGWRJRWKURXJKD³KHDWF\FOH´ZKHUHWKH\
gradually reach operating temperature, the weaker bonds in the rubber break, and then you let
WKHWLUHV³UHVW´IRUDWOHDVWKRXUVWRDOORZWKHPWRFRRODQGWKHUXEEHUERQGVWRUHIRUPLQD
more uniform and stronger configuration. This can be done by taking a few laps of the track, or
driving a few miles on the street, at moderate speeds and generating only moderate cornering
forces. However, if you let them get too hot, some of the stronger bonds will break as well and
WLUHSHUIRUPDQFHZLOOEHFRPSURPLVHG,I\RXGRQ¶WDOORZWKHPto cool for an adequate period
of time, the broken bonds will not reform properly.
Heat-cycling tires yourself is not as good as having a professional do it. Online tire retailers
like www.tirerack.com and www.discounttiresdirect.com offer a heat-cycling service for only
$15.00 per tire ± a cheap way to break your racing tires in properly. They use a roller system
and heat-cycle the tires under controlled conditions. By the time they get to you, they are ready
to race.
7UHDGHGUDFLQJWLUHVDUHDOVRVRPHWLPHV³VKDYHG´WRLPSURYHGSHUIRUPDQFH7KHWLUHLVOLWHUDOO\
shaved to remove rubber, reduce the tread block height, and reduce tire weight. Shaving
UHGXFHV³WUHDGEORFNVTXLUP´DQGUHGXFHVWLUHVOLSDQJOHVLPSURYLQJFRUQHULQJJULS,WDOVR
increases longevity.
So why are your tread blocks squirming? Are they feeling guilty about something? And what
about slip angles? More geometry and physics? Yikes! Yep, a little. Remember that the only
things keeping your car on the road, and allowing you to go, stoSDQGFRUQHUDUH\RXUWLUHV¶
four contact patches ± each about the size of the palm of your hand.
:KHQ\RXWXUQDWLUH¶VFRQWDFWSDWFKFKDQJHVVKDSHas the different rubber molecules in the tire
make contact with, grip, and then release from the road. Think of it this way: As a tire rolls
IRUZDUGHDFKLQGLYLGXDOUXEEHUPROHFXOH³JUDEV´WKHURDGDVLWPDNHVFRQWDFW$VWKHWLUH
continues to roll forwDUGWKDWPROHFXOH¶VQHLJKERUGLUHFWO\EHKLQGLWJUDEVWKHURDGLQWXUQ$V
you start to corner, the wheel starts turning the tire and the individual tire molecules grab the
road in the direction that you are turning. The molecules are stretched as their neighbors grab
WKHURDGLQWKHGLUHFWLRQ\RX¶UHWXUQLQJ$VWKH\UHOHDVHWKHLUJULSRQWKHURDGWKH\VQDSEDFNWR
their original positions.
With a treaded tire the individual tread blocks act and move as individual units. During hard
cornering they can move in somewhat different directions at different rates, causing them to
³VTXLUP´,IWKHWUHDGEORFNKHLJKWLVUHGXFHGWKH\PRYHPRUHLQXQLVRQ:LWKD³VOLFN´WLUH
there are no tread blocks so the entire contact patch moves essentially as a single unit.
4
Also, the wheel itself turns slightly ahead of the tire and the rubber molecules in the contact
SDWFK6DLGDVLPSOHUZD\ZKHQ\RX¶UHFRUQHULQJWKHUH¶VDGLIIHUHQFHLQWKHGLUHFWLRQWKHZKHHO
is pointing and the direction the tire wants to travel. This directional difference can be
PHDVXUHGDVDQDQJOHDQGLVFDOOHGWKH³VOLSDQJOH´7RZDWFKDEULHIYLGHRVKRZLQJKRZDWLUH
LVWHPSRUDULO\GHIRUPHGDQGVWUHWFKHGGXULQJFRUQHULQJDQGLOOXVWUDWLQJDWLUH¶VVOLSDQJOHJRWR
www.youtube.com/watch?v=W8UiE7yvO_M7KHUH¶VDQXQGHUVFRUHEHWZHHQWKH2DQGWKH
0,I\RXKDYHWURXEOHIROORZLQJWKHOLQNJRWR<RX7XEHDQGVHDUFK³W\UHVOLSDQJOH´7KH
following diagrams also illustrate a tirH¶VVOLSDQJOH
The above diagrams are from the website www.mgf.ultimatemg.com/group2/suspension.
So why is all of this important, why should we care about slip angles, and how do they relate to
the question of race tires vs. street tires? Tires develop their maximum traction within a fairly
narrow range of slip angles, between approximately 6 and 10 degrees of slip. For any given slip
angle race tires are able to generate (or tolerate) much more lateral force than street tires,
increasing traction when cornering. As you increase the slip angle during cornering, traction
increases up to a point and then it begins to decrease. It should be noted that although this is
UHIHUUHGWRDV³VOLS´QRDFWXDOVOLSSLQJLVLQYROYHG,WVLPSO\UHIHUVWRWKHVLGHZD\VPRYHPHQW
of the tire molecules, and the difference in the direction of travel between the wheel and the tire,
5
discussed above. However, once the slip angle increases beyond that optimum range and the
UXEEHUPROHFXOHVFDQQRORQJHUDGKHUHWRWKHURDG³VOLS´EHFRPHVD³VOLGH´DQG\RXDUHDERXW
to experience an off-track excursion.
6OLSDQJOHVFDQDOVREHXVHGWRXQGHUVWDQGXQGHUVWHHUDQGRYHUVWHHU:KHQDFDU¶VIURQWWLUHV
generate DJUHDWHUVOLSDQJOHWKDQWKHUHDUWLUHVWKHFDUXQGHUVWHHUV:KHQWKHUHDUWLUHV¶VOLS
angle is greater than that of the front tires, the car oversteers. When the slip angles are equal,
the car exhibits neutral steer.
$ODUJHSDUWRIZKDW\RX¶UHGRLQJZKHQ\RX¶UHFRUQHULQJLVWU\LQJWREDODQFHWKHIRUFHVDFWLQJ
on the 4 contact patches keeping you on the road, including (whether you realize it or not)
PDQDJLQJ\RXUWLUHV¶VOLSDQJOHVSmoothness helps you do that in a controlled manner that
GRHVQ¶W allow slip angles to increase too quickly or to the point that you go beyond the optimum
traction slip angle range, causing slip to become a slide.
Something else that happens as slip angle increases is that tire temperature increases as well. If
you continually drive too close to the maximum end of the optimum slip angle range, i.e.,
\RX¶UHFRQVWDQWO\DWRUQHDUWKHOLPLWRIDGKHVLRQ\RXUWLUHVDUHVTXHDOLQJDQG\RX¶UHVWDUWLQJWR
VOLGH\RXPD\RYHUKHDW\RXUWLUHVZKLFKFDXVHVWKHPWR³JRRII´DQGORVHWUDFWLRQ,¶YH
experienced and seen this happen when racing. Push your tires too hard early in the race and by
WKHHQGWKH\ZLOOIHHO³JUHDV\´DQG\RXZRQ¶WKDYHWKHWUDFWLRQ\RXGLGDWWKHVWDUW
As an aside, drivers often use the heat that is generated in extreme slip angles during a warm-up
or pace lap to bring their tires up to the operating temperature where they were designed to have
the most grip. That is what drivers are doing when they swerve back and forth during a pace
ODS³VFUXEELQJ´WKH tires and heating them up. Race tires have an optimum tread temperature
range of about 200 to 230 degrees. High performance street tires run about 180 to 200 degrees.
7LUHVOLSGRHVQ¶WMXVWRFFXUGXULQJFRUQHULQJ,WDOVRRFFXUVGXULQJDFFHOHUDWLRQDQd braking.
When you accelerate, the drive wheels actually move a little faster initially than the tires do.
7KHWLUHV¶URWDWLRQDOVSHHGKDVWRFDWFKXSWRWKHZKHHOV¶VSHHG$JDLQPD[LPXPWUDFWLRQ
occurs just before adhesion is lost, i.e., just before you spin or squeal your tires. Those tire
VTXHDOLQJVPRNLQJEXUQRXWVPD\EHLPSUHVVLYHDQGH[SHQVLYHEXWWKH\GRQ¶WJHQHUDWHWKH
most traction.
One of the differences between race tires and street tires mentioned above is that when race tires
lose grip they do so quickly, while street tires do so more progressively. That is because the
slip angle vs. traction graph for race tires drops more steeply than that for street tires. In other
ZRUGVZLWKVWUHHWWLUHV\RXZLOOEHFRPHDZDUHWKDW\RX¶UHH[FHHGLQJ\RXUWLUHV¶OLPLWVDQGFDQ
take corrective action to prevent a spin or slide.
So which tire is better for competition, a race tire or a street tire? As I said earlier, that depends,
probably most on your experience and comfort level. An analogy to target shooting can
6
illustrate the point. Several years ago I was teaching my daughter how to shoot a handgun. A
PDJQXPLVDKHFNRIDJUHDWJXQJUHDWIRUKXQWLQJDQGXOWLPDWH³VWRSSLQJSRZHU´EXWGLG
we start with one of those? No, we started with a .22 ± a gun that is easy to shoot, has little
UHFRLODQGDOORZHGKHUWRGHYHORSVRPHEDVLFVKRRWLQJVNLOOVEHIRUHPRYLQJXSWRWKH³ELJ
VWXII´
Think of tires the same way. Start with something you are comfortable with, that you can learn
some EDVLFSHUIRUPDQFHGULYLQJVNLOOVZLWKDQGWKDWZRQ¶WELWH\RXWRRKDUGZKHQ\RXWDNH
7XUQDW0$0WRRIDVW2QFH\RX¶YHPDVWHUHGWKRVHPRYHXSWRPRUHDJJUHVVLYHUDFLQJWLUHV
A final note, and a way to remember some of the basics of car dynamics ± I got this from a
friend in Age & Treachery Racing:
1. Understeer is when you hit the wall with the front of the car.
2. Oversteer is when you hit the wall with the back of the car.
3. Horsepower is how fast you hit the wall.
4. Torque is how far you move the wall when you hit it.
See you in the paddock!
7
SCRIBNER²THE SEASON OPENER
BY JOE KUEPER
For me, the Flatwater annual event at Scribner marks the beginning of the new driving season.
The fun starts a couple of weeks prior to the event with the anticipation. I begin checking out
P\FDUVWRPDNHVXUHWKH\DUHUHDG\DQGVDIHWRUXQDQGWU\WRGHFLGHZKLFKRQH,¶OOWDNH7KLV
event was originally held at the North Omaha Airport and it was there that I joined the club and
participated in my first club event.
That first day I surveyed the field of entrants and thought my 1980 MGB would fit right in and
be ready to compete. Safety inspection? No problem, my car looked like new and I was sure
,¶GEHJRRGWRJR1RWVRIDVW:KHUHLV\RXUEDWWHU\ WLHGRZQ"&DQ¶WKDYHWKDWKHDY\WKLQJ
flopping around. Crap! A lousy battery tie down stood between me and a dream event.
+RZHYHUWKDQNVWRDIDUPHUZKR³GRQDWHG´DFRXSOHRIIHHWRIKLVEDrb wire fence, my ability
to McGyver a strong tight tie down and an understanding inspector (³,WORRNVOLNHKHOOEut it
VKRXOGEHVDIH´and I was on my way. Not so fast! Where is your helmet? At this point add a
look of surprise and disappointment on my face followed by amazement when John Ulrich
introduced himself and let me use an extra helmet he brought for people like me.
I had a great time that day and have made this event my season opener ever since. ,I,¶PUHDG\
IRUWKHKLJKVSHHGUXQV,¶PUHDG\IRUDQ\WKLQJ The lesson I took from that first event was the
emphasis on safety. Over the years I have run with failing gear boxes and ratty seats, but the
8
cars were safe. Brakes and tires are first on my list. You have to be able to turn and stop
without losing your rubber. Plus, the two-second difference between you and the time of the
guy you want to beat may be made up with your choice of tires.
This year, as I entered the pit area, I spied a car I had never seen at an event before. The car,
owned by Rich Gaudio and his wife Deborah, was a nice looking well-shined black TR-3 with a
red interior. Rich bought it for hiVZLIHEDFNLQ6KHVDLG³LWFDPHLQER[HV´DQGWKH\KDG
it restored. Their son Dominic and one of his friends drove it up to Scribner with the
anticipation of running it in the event. These two young guys were bundled in leather jackets
with full faced helmets to ward off the bitter cold morning air because they left the side curtains
at home. They looked like characters out of the movie Mad Max and the Thunder Dome. You
had to admire their determination.
Unfortunately, the tires, while they had lots of tread also had severe weather checking and
cracks on the side walls which made them unsafe to run the course. This is an area where there
are no quick McGyver fixes. It was a disappointing turn of events for sure. However, they
were able to take the TR-3 for a few parade laps through the course, and I put each one of them
in the right seat of my Spitfire for actual timed runs.
These neophyte race drivers, Dominic and his two friends, had a good time. I watched as they
left my car and shared their excitement about the run we had just completed. Dominic and I
discussed the TR-¶VUHTXLUHGPDLQWHQDQFHDQGVRPHXSJUDGHVKHFRXOGPDNH These young
men were definitely impressed with the event. Be on the lookout for Deborah, Rich and
Dominic in their Black TR-3 at our upcoming events. <RXFDQEHVXUH,¶OOEHRQWKHORRNRXWDW
WKLVVXPPHU¶VVHFRQG6FULEQHUHYHQWZKHQ,SODQWRUXQP\5HG75-3. +RSHIXOO\,¶OOVHHWKHP
in my rear view mirror and not in my wind screen.
9
SAFELY ENJOYING YOUR MORGAN THREE WHEELER
BY JOHN H. SHEALLY II
The thing to keep in mind when driving a three-wheeler (two wheels up front and the drive
wheel in the rear) is that, on a three-wheel machine, you must be smooth and cautious. When
you approach a corner at a normal speed, the machine will give you a nice turn. If you
approach a corner at an enhanced speed, the front wheel on the side that you are turning into
loads that wheel, i.e, in a left hand turn, the right-hand wheel wants to lift. Do this at too much
speed and the trike wants to lift up and roll over.
If you are increasing the speed on entry and the wheel of least load rises, simply back off the
hand throttle and the wheel will come back down²as long as you haven't passed the point of
no return.
Driving a trike requires a constant attention to the balance of the machine and the rhythm of the
hand throttle. Both must be matched to the balance felt in the seat of the pants to understand
what the car is doing.
Most trikes have near-direct steering, so never jerk the steering wheel. Just use gentle
movement of the wheel when driving to keep the car smooth.
When driving a trike with its original mechanical brakes, earlier braking is required when
compared with the hydraulic brakes of today. Jamming or split-second panic braking will get
you in trouble with a sliding the rear wheel adding to loss of car control. ALL MOVEMENTS
WITH A THREE WHEELER MUST BE DONE SMOOTHLY for safe driving results.
10
Treat a trike like a World War One aircraft; it must be mechanically correct at all times. Do not
cut corners on safety of equipment or proper adjustments to the entire machine. Do not drive it
if anything about it is questionable.
Look at it this way: It can and will fly if driven wrong and, like a aircraft when it does fly, it
will hit the ground very hard on contact.
Morgan trikes are a pleasure to drive. In my opinion they offer a better ride than most fourwheeled motorcars. Trikes have a front sliding pillar suspension--with each wheel moving up
and down independently of each other--and the rear wheel floats up and down on half-leaf
springs giving the trike a soft floating feeling while going down the road--when all things are in
proper order.
The Morgan Motor Company, Ltd.--this year--started building three-wheeled Morgans once
again. The 2011 trikes look good on initial inspection in that they appear to have a lower center
of gravity and wider front wheel base than those of the past. Plus, there is a lower profile, wider
rear-drive wheel.
The new trikes have normal controls and will, therefore, be easier for most to use than the hand
controls of the past. I personally, however, enjoy the throttle, choke, and spark on the steering
wheel of the original trikes.
With the coming of new Morgan trikes in 2011, I wonder if Morgan car founder Henry
Frederick Morgan, or his son Peter Morgan, would have ever dreamed of new Morgan ThreeWheelers being produced again . I think not.
11
ANOTHER ¶FOKKEN MG MIDGET
Great starter for your first British CAR-or add it to your collection. Lots of work
completed, but still needs a little
ILQLVKLQJ«
New body parts: Rear quarters, floor pans, outerrockers, door
skins, all other parts are BL*.
Painted last summer, not show quality. The paint has some flaws but is presentable.
New mechanicals: Battery, brakes, wheels, tires, main wiring harness, generator, and regulator.
Engine removed, cleaned, and painted. New clutch and throw-out bearing. Fuel tank cleaned
and coated with POR 15 for gas tanks. Carbs rebuilt with genuine Skinner Union kits, shafts,
and needles.
Top and interior are OK for a driver. Carpet is new.
Front tube shock conversion (by previous owner) and a Timken front bearing conversion.
Asking $3800 or best offer. Please call or email for more pictures or information.
Todd Fokken (Papillion, NE.)
402-740-2827
todd.fokken@cox.net
* Bloody Limey?
¶6857((6 TS5/A
A kid I work with has an aunt (in Des Moines) with a real (Brit) Formula 5000 car
for sale. Google it²DQGWKURZLQWKHQDPH³'DYLG+REEV´ZKRPD\RUPD\QRW
have actually driven it at Sebring and Road America. Think about how cool
\RX¶OOORRNat Glenwood (Iowa). Caution: Serious(ly rich) offers only; priced to
sell at $100K. Contact Linda Juckette at 515-490-9632 (More to follow.)
¶75,803+*7
/RQJORVWOHWWHUVIURP:LOOD&DWKHUWR$OLFH:KDW¶V-Her-Name
purported to be in the glove box.
Owner will sell it for what he has in it: $7000.00
Contact Bob Beardslee, Box 241, Red Cloud, NE 68970
12
FOR SALE: A used Triumph, 1147cc engine with starter, intake manifold, water pump and
fuel pump. S/N FC42854HE. It was a running engine when I bought it in 1984. Has been
stored inside since then. Believed to be a MK1 1963.
Asking $500.
Herb Glesmann
6145 South 102nd Street, Omaha, NE 68127
Phone 402-593-6145, cell 402-660-2502
E-mail hcglesmann@msn.com
$400
HOW TO BE A CONTRIBUTING EDITOR
By John Rued
<RX³GRHUV´%HVKDUHUV:ULWHPHDQDUWLFOH7KURZLQVRPHJRRGSLFVIRUEDODQFH
'RQ¶WZRUU\DERXWRUJDQL]DWLRQRUIormat; just send me content. I¶OOWDNHFDUHRIWKHUHVW
johnrued@gmail.com
13