Welcome to the web site of Ray Stewart and the Heavy Traxx Hire 34T Nissan 240SX. Over the coming season we hope to develop this site into an informative and entertaining site. Flying the flag for the Cromwell Club, Ray has had great success both in local and national competition. Please, sit back and enjoy visiting the site of one of NZ's most unique race cars.

New video added.. click here to see the latest

7/4/10 Its seems like an eternity since I sat down to do an update on this web site. But here we go again with the latest scribe from the pilot of the 34t car. But now there is a twist to the Ray Stewart story that caught many out by surprise, so lets see what Ray has to say in this update. Before then though, my apologise for the last update which was very hard to read considering half the sentences were missing. This has now been fixed. So sit back, grab yourself a coffee and read the latest news from Ray Stewart:

Brilliant write up there Ray. Personally I think the web site should be archived and left in an area within the web site for people to look at. As for the way it heads from here, well, it would be wrong to shut her down. Pretty sure the heading up the top says Ray Stewart Racing, regardless of what car you drive. My biggest concern was that you were going to get out of racing completely. That has now been addressed and so its onwards and upwards from here. Once I have some pictures, the web site will be changed and altered to suit the next wave in the racing life of Ray Stewart.

6/1/10 Ok...we know...its been awhile between updates, but as many know, Ray has been very busy along with myself as well. But the good thing about it is that when you get an update you know its going to be very detailed. Ray hasn't had the best of runs as of late, and this is starting to take its toll on the enthusiasm of Rays racing. Its safe to say that speedway is still floating through the veins of the 34t pilot, but the car itself just doesn't want to do what its supposed to. But anyway.. here goes the latest update from Ray:

Cripes, its 2010 and 4 months since my last report. Jase has been on my case to update with some news as a number of people have emailed him requesting an update so Jase threatened me with letting him drive 34T if I don’t get my act together. No-way will I let him drive the car, I can prang it with-out his help. Maybe one day just after Ive sold the car. My business keeps me very busy and consequently we have not put the number of meetings in as usual. Most seasons we travel to 28-30 race meetings but I think this year will manage only 15-18. The downside to limited races is having race time in the car to get a set-up and confidence in what the car will do. We continue to struggle for a slick track set-up and I have no confidence in how the car will hook-up in a corner. Interesting when comparing the North and South island tracks. Most would say the Northern tracks would be slick and the South drivey, its actually the opposite in most cases. Woodford Glen, Island Park, Blenheim can be guaranteed to end up with smooth slick black clay where horsepower is not the answer and a limited saloon will match the Supers. The 25-30 lap feature race at the Champion of Champions at the Glen, is usually won by a local car on the black slick surface and the North Island cars struggle to match the speed, not used to racing on slick tracks. Waikaraka, Huntly, Baypark normally are good drivey tracks. There are many reasons why which I wont get into as this might start world war 3. Needless to say Cromwell and Greenstone Park are my favorites in the south that the Nissan can show off its speed. However the feature race is at the end of the night  and the money is in the slick at most tracks in the south and that’s where we continue to fall short with the power delivery of the FJ20 motor too aggressive to hook-up. Over the last few years, we have changed to several different rear suspension arrangements in the quest for side and forward bite but with no great improvement which comes back to the power delivery. So what to do? The season to date is one I would rather forget. The Champions 2 night meeting at Woodford Glen was a disaster. First race on friday night we won, but back in the pits the over temperature light came on. End of racing that night, the head gasket not sealing correctly so off with the head in the pits during racing to check out the problem. We use a certain brand of RTV sealant on the head but this time had used another brand which dried off too soon and  increased the thickness of the head gasket by a few thou so when pulling down the head, the ‘W’ rings did not push far enough into the head for a proper seal. An easy fix as the head gasket was perfect and the next day we would find the correct RTV, reassemble and whalla, ready for racing again. Yep went together easy-as but unknown at the time someone messed up. Saturday night and we managed to sneak thru to the final with two third placings. The car did not seem to perform as usual but couldn’t put my finger on it. A great thing with the Champions format, you can watch other heats racing. Richie Taylor, Shane McIntyre, Ian Burson were fast all night and I reckoned these guys the top 3.  As expected the final was a slick black track that suited the local cars although we managed to circulate at reasonable speed but not up to the front cars. Ritchie, Shane and Kane Lawson, one two and three. Very impressive of Kane in his first year of Supers to take out third place. Friday night December 4th, the first round of the ELF Super Cup at Island Park. During the off season numerous emails and phone calls to all the drivers who entered the Elf Super Cup to keep them informed of the progress plus what and where so everyone understood exactly what was expected of them on the night. 18 drivers entered the series, a good size field for all the tracks. At the pre-race drivers brief with the crews also included, the radio sets were handed out to the drivers and instructed on how the nights racing was to operate. A heavy track to start for the timed lap with a 3rd fastest for 34T. Mmmm, the car should be a rocket on this track but seemed sluggish. Onto the final race and we are starting mid-field from not so good heat races. 3 laps into the final and Kane Lawson gets hooked up with another car causing a 6 car pile up that I couldn’t dodge smashing into the rear of Denis Bolt wrecking his diff, destroying our front right suspension and my hand caught in the steering wheel wrenching my shoulder, elbow, wrist to the side which felt like I had popped the arm out of its joint. Jeeze takes a longer time to heal as you get older. So sitting on the infield watching, 4 cars scratching for the win, Burse sitting on the outside of Richie for the last 4-5 laps and side by side on the checkered with Ritchie getting the win. What a fabulous race to watch. The best thing about this type of format is the top cars are at the front for the final race instead of spread out down the field. The following Saturday night Dec 5th at Cromwell for the second round of the Elf Super Cup but minus Denis without a spare diff, we had this covered and Owen Dixon was included to maintain the 18 car field. In our negotiating with the tracks for the Elf series, there was concern that the drivers would not do all the rounds if they were out of the running. However the drivers were made aware that it was imperative to attend all rounds as we had guaranteed the tracks a minimum of 16 cars otherwise $$ would be deducted from appearance money so we have cars to fill-in whenever a car dropped out. Another drivey track for the timed lap, I consider Cromwell as one of the fastest tracks in NZ where you are on the gas for 80% of the time but the car wasn’t hauling like it should and 3rd fastest again. For the first heat we were 3rd and try as I did could not get past Ron Taylor, again foot flat and not performing. In the last lap of the first heat there was a bad vibration in the drive line and I eased off a snatch and dropped down to the pole line to hold my position for the last lap. A few metres before the finish line the driveshaft let go, unknown to me Ritchie was right on my bumper but moved up away from the pole when he saw me drop down to the pole line thinking something was up and just missed punting me in the rear. The problem was the torque arm had collapsed resulting in the arm rubbing against the drive shaft, wearing a groove which finally twisted off the driveshaft. Not able to repair the torque arm I sat down to watch the racing. For each nights final race, the cars do the 4 wide salute and looked very professional as though by magic they went into 4 wide then back to 2 wide. Our radio man Flash, has one way communication with all the drivers and instructs them on what and when. It’s a great system and if there is a crash a quick “crash turn 3” warns all to be on the look-out and possibly save cars rear-ending each other. Ritchie had the set-up and took line honours from Josh Boulton and Trevor Elliot and the overall series points are the same three. As the co-ordinator of the Elf Super Cup, I am impressed with the attitude and approach from drivers, crew and everyone involved with the series, very professional and they want the series to be a success. At the first round in Dunedin there was some apprehension but by Cromwell it was evident the drivers plus all their support crew were enjoying the racing and with the next round at the Glen on Feb 27th it will take some effort to haul Richie back. However it only takes one bad run to allow others to overtake him as the points are close.

To check on the Elf points go to the Elf website;     http://www.supersaloons.co.nz/

 Thinking back on the two rounds of the series and why the car did not perform as it should do on drivey tracks, it could only be we had re-assembled the motor at the Champions with a tooth out in the cam timing. Remove the cam cover, set the dial gauge and degree wheel and yes one tooth out. Probably 100-150 hp down. Now who marked the cams when stripping it down, wasn’t me and I’m sticking to it. With xmas approaching, time for one more meeting at Island Park in the search for a slick set-up. We have stuck with the panhard bar mounted on the right side of the chassis so played with chassis height, stagger and weight in different positions. The right side panhard gives side-bite and we were two wheeling on numerous occasions but this is not fast having to back out of the throttle which is slow. From not enough to too much, heck it’s black magic. Off to Auckland before the champs and the opportunity to have a run at Huntly on the 31st Dec. That 2 wheeling back again. Back to a heavier right torsion bar, some turns in the front right spring, weight in the rear and its at least manageable. Friday night NZ Champs, Huntly, a new race format, 30 top cars, drama straight off in scrutineering, 3 top South Island cars are not allowed to run as we have illegal wheels with lightening holes too close to the bolts/studs? Now a rule is a rule and as I was one of those breaking the rule we thought that was that. The wheels have been in use on our cars for years, stamped each year and green sheeted without problems plus hundreds of scrutineering without knowing the wheels were illegal. Now the Huntly crew did not want to see 3 South Is cars excluded and worked away at finding a solution and to their credit called all the drivers into a meeting explaining the hick-up of the wheels. The deal was every driver had to agree to our racing and if one disagreed, we were out of the champs. After some discussion one driver got it right by saying “does anyone here not approve to these cars racing” no one spoke up, end of story and we are racing. Three groups, four heats each, we are first up rear grid, lots of stagger for a heavy track? nope, driving onto the track and its as dry as a bone, ahhhhh damn lots of wheelspin and no passing for 34T, finish 8th.  Watching the other heats gave an indication of who were the fast cars with 7-8 on pace to win. Richie Taylor blew his motor in his first heat. Our second heat off the front with the right stagger plus a few minor changes. One of the crew growled at me to pull finger, okay I get the hole shot and off we go car feeling nice, 4-5 laps we have a good lead then down the back straight into a blinding sun and I see a yellow light at the other end so slow up, in the shadows and it’s a green light not yellow, a car is inside me so on the gas into turn one a little higher up the track, turn in hit the throttle and oooh shit, backwards into the concrete completely destroying the rear end, fuel tank separated and blowing fuel everywhere, then the roll over ending upside down. About now it became scary hanging upside down in my belts when methanol and oil began to drip into my helmet. I had turned off the power switch but the thought of fire was there especially with fuel in my helmet. Release the belts and fall onto my head, try to crawl out the window but my new fully contained seat obstructs my exit and now I’m becoming anxious. The track crew are there immediately and I tell the guy I cant get out so he begins pushing and pulling but it takes 30 seconds to finally crawl free. Walking away from the wreck, I notice the track is very greasy right where I slid up the track and gassing it up only made the car slide faster into the wall. Watching the replay later I noticed Red the promoter, moving the other cars away from the crash as there was methanol running down the track and I thought about the flames off their exhaust when idling, thanks Red. The roll cage and 5 link seat belts do their job and I have only a small cut to my forehead but of course I’m really pissed with myself. That night we strip the car to have a shot at repairing but give up at 3 o’clock with too much damage to undo. The roll cage has compressed and the rear end and fuel tank need rebuilt. Oh well back to watching. The finals night was the best racing I have seen in Super Saloons anywhere with three heats and top points to the front. Several of the top cars had a bad heat but still were close enough to the front to be in the running. The 20 lap final was a beauty, Steve Williams, Brent Emmerson, Shane McIntyre, Mike Verdoner all looking for the pass with Lance Jennings, Denis Bolt, Ben Harding right there but further down the placing Pete Hemi drove from the back of the field on the outside line passing cars every lap and getting closer to the front cars. Steve Williams got himself sideways and Emmerson and McIntytre crashed into Williams stopping the race. Unfortunately Williams had a flat right front tyre and was out. The restart continued the exciting race and all eyes were on Hemi coming up quickly to the front runners, 5 cars in the front group so close anything could happen and did. Hemi had caught up and went for the outside pass, got around Verdoner and almost Jennings but both become bumper tied and on the infield with two laps to go and no stoppage, while during this action Emmerson had pulled an outside pass on McIntyre and held the lead to the finish and 1NZ. Fabulous racing made possible by the drivers and a format that allowed the fastest cars to start together off the front. I hated watching but this was a good alternative. The Huntly team had pulled off the best Super Saloon Champs yet and done their best to keep the drivers in the racing. Back home wash my poor wrecked car, park it in the shed and sulk for a week. The next meeting in one week so time to look at the car again and Steve drops in to help out. A major rebuild of the rear end, new fuel tank, new roll cage, 2 bumpers, and so on. 4 nights past midnight, Friday and almost done. Saturday everything in place at 2:00 pm and Steve leaves to help out at Island Park. I’ll be right I say, start the car and it goes then coughs and wont restart, mmm sounded like fuel, fuel on in cockpit and at the tank, remove one of the fuel lines and no fuel, back to the fuel tank valve, no fuel, I already know what it is. Our fuel tank builder had welded on the nipple outlet but forgot to drill a hole for the fuel to flow out. Ten minutes to find the problem and 2 hours to fix it. Finally start the motor but running like a pig. Check the injectors, spark and all is okay. Damn it, load up and off to the track, maybe will come right. 6:00 start and I arrive at 6:30. On the track and the motor clears almost immediately. An air lock needed some pressure to clear. We have the Jacobs ladder installed as I know what to expect. The track goes as black as the ace of spades, shocks, stagger and tyre pressure with a big lump of lead help the car but not enough as Josh Boulton takes out the Otago and South Pacific GP. Some track testing required to settle on a set-up and hopefully in the next week before some big meetings.At least the car is going again. Two weeks before the South Island champs and then the next round of the Elf Cup.

 I promise Jase I will get a report to you earlier. Its past midnight and finished this report so no way you get to drive 34T.

 Cheers all. 

28/10/09 Its been awhile. But good things come to those that wait. But first things first. The site has popped up with a Microsoft message that warns that the site is unsafe. This site uses a little Java scripting and on arrival of an update from Microsoft via you updates, the computer is not recognising this type of scripting. Never fear people, just tell your browser that the site is safe, and you will be all good.

Rumour has it that Ray is looking to sell the car. This was confirmed when it appeared on MacGors, with Ray testing the waters to see if there would be any bites would come of it. Keep an eye on this site to find out what his next move is.

Ray attended Island Parks first meeting in Dunedin, to give the car a run before the pending NZ Grand Prix. Ray was saying that the car failed to perform due to a miss in the engine that wouldn't go away. The car hooked up well in practice at Cromwell, but would not carry on through to Dunedins meeting. Rumour has it, that Ray then went on to compete in Christchurch this weekend just gone, and the car was very quick. I hope that Ray can give us an update on the ins and outs of that. Meanwhile, here is the latest scribe from Ray that was sent through about a month ago. My apologise for the late update, but had a major failure on my server that was storing the update until I got round to putting it up. Here's what he had to say:

One month before practises begin and the Nissan is spread around the workshop but should be bolted back together by the end of September. Like alot of speedway drivers, the car sat in the shed untouched for months and I didn't get started stripping the car out until mid July and have limited most of the off-season repairs to an engine fresh-up plus minor chassis mods. The FJ20 motor was in good nick when dismantled and didn't really require new bearings etc but if you don't then who knows what will happen. So new rings and bearings, new cam chains, crack testing the crank and rods, very light hone of the bore's, send the pistons away for re-slip coating, head stripped and 2-3 thou off the head to give the special sealing rings new material to bite into to help contain the 25+ pounds boost. Lap the valves in, check the valve spring bind and set the valve clearance. It takes 30 odd hours to rebuild the head to get the power and reliability required for a seasons racing. Reassemble the block checking the crank runs free as the main bolts are torqued down. Oops, number 3 main is grabbing, remove the bearing shell and there is a burr on one edge, scrape it off and try again. Perfect. Now one of the main problems with this motor was head sealing, containing all the boost in the cylinders, so great care is taken with the stainless steel 'W' rings that are recessed into the block and the modified head gasket glued in place before carefully pulling down the head. Last season we changed the normal head bolt system to ARP studs with fine threads that have really helped hold the head on and limited any leakage although water seeps out until the engine is warmed up and expands giving the final sealing. 
Dialing in the camshafts requires a clear head and the radio turned off so I don't cock-up the numbers. Several years ago after trying several camshafts from overseas and in NZ that had no low end torque and were made for engines with gearboxes, we designed our own cams and on the dyno found the best lobe centre combinations that pumped out strong torque at low revs. A difference of 5-8 degrees in LC would drop the torque 60ft/lbs at 3500 rpm so it was important to get the timing spot on. It seems every time the engine is stripped down the timing alters due to very minor changes in head machining
or the bottom sprocket is in a different position. Over the years I have accumulated a number of  top sprockets with different spigot holes that give different cam timing but it still takes two nights to get the timing where I want it. A new triple plate clutch pack on the one of its kind flywheel and the engine is finished ready to slot into the chassis. The bell housing was totalled at the NZ champs when it flew apart at 8500 rpm but we had to piece it back together as nothing else was available at the time. When racing in the north island last season, Prozac and I met Mark in Napier who was building lots of parts for speedway cars which included bellhousings so we sent off the rehashed housing to be copied. This arrived a few days ago and it's a piece of art. It is a totally professional finished article that fitted exactly in place and a pleasure to receive something that does not need any modifying or hacking to fit.

Tuesday 18th Aug and the motor is bolted in the car. Over the next week every thing should be in its place and ready to start. Now to decide what to do with the body, same as before or go to the wedge shaped Late Model US style body. The specs for the wedge shape is still in limbo with SNZ and no
sense to alter the shape yet so perhaps during the season we will see a new body.

Last month 25 super saloon drivers assembled at Bolts motor camp in Christchurch for the sole purpose of putting in place the commitment from the drivers to push forward for running the south island Super Saloon Series. There was full support from all those attending with a hands up from 21 drivers who would commit to the series. Taking into account those who will have other commitments, we expect about 18-19 drivers for the series. Much discussion regarding the number of meetings came up with an ideal plan to hold double header meetings on the same weekend to save the long hauls for those from Nelson/Marlbourgh and Otago/Southland. Friday night at Blenheim and the following night at Nelson, two meetings for the travel of one.

After much hair pulling and emailing, we have finally nailed down dates to hold 5 rounds for the series as follows;

Island Park, Friday 4th Dec
Cromwell, Sat 5th Dec

Woodford Glen Sat 27th Feb

Blenheim Friday 26th March
Nelson (Final) Sat 27th March

ELF Lubricants are our named sponsor for the series and we welcome them on board to add that extra professional approach from a worldwide known brand. We want to raise the level of the Supers class for both drivers and spectators but also for the tracks putting on the meeting. A more professional approach to the sport is required by the drivers if we expect to raise the profile and to put on a show that gets the fans applauding our racing.

A new website is underway for the fans to follow the progress of their favourite driver. The website will be advised later. I have just learned that SNZ have discussed stopping all of the series being
run at present, DHL, Midget Series, Stocky's, SSCAR etc. Some excuse about fidelity fund. If SNZ tried to pull a stunt like stopping all of the series, I bet they would lose a huge number of drivers. I for one would give the one finger salute and the majority of guys I know would do the same. SNZ and SPANZ do absolutely nothing to promote speedway in NZ and the drivers have taken it on themselves to promote and strengthen their class by creating their own race series to attract more drivers and preserve the class.  Watch this space.

The phones ringing so until next write-up keep us in mind.
 

30/6/09 Busy busy people, is the best way describe the team from Ray Stewart Racing. Its the old story though, the updates might not happen over night, but they will happen. Here goes the latest chitty chat from the pilot of the 34t car, with all the racing from the North Island, NZ Title and Grand Prix. Sit back and enjoy...

Almost July and another plead from Jason to give an update for the site. Sorry all for not keeping you up to date. Just too much happening during the last 6 months to sit down and give a full report of where we got to with the season.

The last report had us racing in the North Island series after no series eventuated in the South Island and the opportunity to race in the north. Well it was to be our poorest season ever with a car that just didn't want to hook up on any track. Some of our best tracks, Waikaraka, Gisbourne, Huntly, Baypark, Te Marua, Napier, were to be nothing much better than mid-field placing and overall an 8th place for the series. Of course in hind sight its very easy to say where our mistakes were. We had a very fast car for the NZ champs at Cromwell but the mistake was we had altered the rear suspension exclusively for Cromwell and when we ventured north the car turned out to be a very loose pig. Cromwell's track surface was excellent most of the time and it suited the Nissan but we failed to make the set-up work at any other track. The short right side panhard bar we changed to for the champs, altered the roll centre too much and we struggled with this arrangement right up to Napier where Prozac (Elliott) had to cut out the tubes and bits to alter to a longer panhard hanging off the diff to right side mounting on the chassis. This was very similar to the Jacobs ladder we ran for all these years. At Wellington for the last round of the series we managed to hang in there but my driving was erratic not knowing what the car would do in the corners. Playing with set-ups during an important race meeting does not work as you don't have confidence in the car barrelling into a corner passing on the outside and hoping the car sticks. I can tell you it was most frustrating being passed by cars that normally we would leave behind. I hated it. The top dog during the SSCAR series was without doubt 1NZ Shane McIntyre, very fast and consistent at all tracks and deservedly the series winner. Interesting point to me was second place Grant Flynn in a 350 cube car who mixed it with the bigger hp cars. Goes to show that the guy with the most hp is not always the fastest. Prozac and I drove back home from Wellington disappointed with our north island jaunt and discussed the mistakes we made with the suspension. All along 34T was fast but slick tracks continued to be our Achilles heal and over the years we have tried 3 or 4 different arrangements in the rear end in the search for side bite. The last change to short panhard was a backward step but the longer bar was back in the right direction and only required
some track time to sort out the roll centre heights, torsion bars, shocks, ride heights and so on?? Back in Dunedin and Prozac readied the car for the final meeting of the season, Easter at Cromwell. No changes made, just reset the chassis, plenty of fuel for 2 nights of racing and a plan of the different set-ups we would try. Three races on the first night, drop the roll centre 50mm, some stagger and tyre pressure, and beauty we are in the right direction again. For the second nights racing we started with the previous nights settings and are in the ball park. I had 2 races then Shane Maaka had the remaining 2 races which was good to get another drivers perspective as we continued to fine tune the chassis. For the final race, we went to the softest shocks we had available and Shane found his feet in the turbo car passing cars with ease. The set-up was close to correct but still required some bar changes for different tracks. Arriving back in the pits, Shane could not believe the horsepower of the Nissan, 100 hp then 700hp which made for an exciting ride but different driving style. Well 34T has sat in the garage for 3 months waiting for me to make up my mind if I retire or continue racing. The last season was to be my last and I was resigned to pulling the pin. However the best laid plans left me with unfinished business of a lousy season, and new remits passed at the recent SNZ conference allowing some changes to the rules in Super Saloons. Another reason was the enjoyment of racing in the North Island SSCAR series and Paddy North and I agreeing to see if we can resurrect the south island series. Several drivers commented that without the series last season, racing was limited to their home track with the same drivers and lacked the competition required to maintain speed. There was concern that if a series failed again this year, several cars might drop out of the Supers or become Saloons resulting in a spiraling down of numbers and perhaps merging of the 2 classes.The Super Saloon drivers are meeting on the 11th July for the prime purpose of gaining commitment from the drivers to run a series over 4 south island tracks and put in place management to secure the series for the future. To date we have an excellent response from over 20 of the drivers and should have a good turnout at the meeting to agree on race formats and other details to make for a successful series. Already the numbers are improving with Wayne Andrews and Shane Maaka buying cars for the coming season. So now what for the Nissan. The engine has proved to be reliable and still fast enough to be a front runner. The suspension only requires fine tuning
so will not alter this. Although I have a V8 motor sitting in the shed, the FJ20 is made for the chassis and will remain where it has been for 11 years. Today I lifted out the motor for its annual fresh-up and fit a new bell housing to replace the repaired unit that was destroyed at the champs when the flywheel dis-integrated at 8500 rpm chopping through chassis tubes just missing my toes. The rule changes in the Supers allows for the wedge shape American style Late Model Dirt bodies that will hopefully lift the appeal of this class.

Will the 200SX Nissan retain the original body? What do you reckon?

For the next update I will have results from the Supers meeting with more details of where and when. Maybe some photos of a Late Model body?

Ray

Great stuff Ray.. thanks for the update. Check back for the next update...