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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:
Easter week-end
past and almost the end of the season. Since my last
scribe for the website, several things have changed
hopefully for the better. Its all a blurr really the
last two months, the South Island Champs at the Glen
was a mid-field finish on a very slick track that
Trevor Elliott won for his first S.I. title. Two weeks
later and the 3rd round of the Elf Super
Cup also at the Glen and we finish consistently in the
front 5-6 cars with an overall 5th place
for the round and move up to 7th after 3
rounds. An improvement but still lacking speed to be
at the front and off the pace we had 3 years ago. Mike
Verdoner keeps Ritchie behind him to take the win but
Ritchie still maintains a good points lead over
everyone at this stage.
On the 5 hour
trip back home after the racing I get to thinking
about the changes we have made and the results have
been dismal for about three years since we changed to
the torsion bar suspension.About the same time a text
from crew man Rob Jeffcoate and the same thought if
the 4 link was worth looking at again. I changed from
our 4 link coil over to the torsions in the quest for
some side bite but in fact had gone backwards. I
understood a whole lot more now and the reasons for
the torsions failing to work on this car where they
are very successful on most chassis’s. It revolved
around chassis height, roll centre and centre of
gravity. When building the torsion rack into the rear
end of the Nissan, the torsion rack height was set-up
the same as in other cars which turned out to be too
low in the Nissan chassis. With too much roll-over or
two wheeling we had the chassis height too high when
the torsion arms were level. Once we figured this out
and dropped the chassis height down one inch, then the
torsion arms were facing uphill and defeated any
advantage. I would have thought the higher chassis
height would be an advantage but it shows just how
critical roll centres are in conjunction with C.O.G
and the type of springing utilized, torsions with low
spring base versus coil overs mounted higher in the
chassis to support the car.
Back in the shed ,
I had saved all the 4 link components and it was
reasonably quick to fit back into the car with only a
few brackets to remake. Now which lateral link to use,
Jacobs Ladder, Panhard or J bar. Off to Island Park
with Wayne Andrews turbo XR6 for a day of testing on a
slick track. The tyre stagger, pressure, springs
remain the same and we only change the bars for a
comparison. Very quickly we have an answer what works
best for side bite and forward bite and will keep this
to ourselves for the present. The one minor change
from our 4 link set-up from 3 years ago was to raise
the chassis height half an inch and this alone made a
huge difference on a slick track. It become apparent
also that the 4 link suspension in my opinion, was the
best rear suspension to use on a super saloon New
Zealand style, allowing infinite tuning with
mechanical effect on forward and side weight transfer.
The links angled upwards to push the rear axle under
the car, tuneable rear steer by altering the length
and angles of the 4 bars facing forward plus
shock/spring location for birdcage indexing combined
with the lateral moving axle for side bite. I cant
believe we wasted 3 years to figure it out.
What better
place to prove all this theory than the NZ GP at
Island Park on Friday night and teams racing on
Saturday March 15th.
1NZ, 2NZ, 3NZ,
4NZ, all turn up for the double header on a real lousy
wet cold Friday but a superb graded track for three
car wide racing right up to the concrete.
We have a car
again that handles but need a few races to sort the
stagger, pressure and roll centre height. Come the GP
final start and Steve Flynn on two, gets it sideways
across the track leaving nowhere for the following
field to evade a major pile-up that sends 5-6 cars to
the infield including Brent Emmerson, Richie Taylor,
Trevor Elliott. What a blow for so many of the top
cars to be out in the first corner of the race.
From the
re-start the Nissan is on the pace making some outside
passes and sitting in 5th at the first
yellow light behind Burson, Boulton, Williams,
McIntyre. At last we can stay with the best but a
little further into the race making an outside pass on
a lapped car, I get wide in turn 3, turn myself around
and to the rear of the field I go for causing the
yellow.
Burs goes on to
win the GP from Boulton and McIntyre.
Saturday night
for the first ever super saloon teams racing between
the provinces with 7 teams competing. Shane Maaka
pulled the event together with the Island Park
committee that gained interest from the drivers with
team tactics resulting in some interesting racing.
The top 5 teams
went to the final after racing thru a pool of knock
out races.
Our team,
Central Otago ended up in the final chance to move to
the final after 4 races that gave us the opportunity
to fine tune 34T to a race track gone slick but
rubbered up and still very fast. We are off grid 10
and quickly make passes up to 6th place,
the Nissan looking for passes on the outside line.
Black as I have seen any track, rubbered by powerfull
cars laying rubber but amazingly still able to make
passes two wide anywhere around the track. Another
lapped car to pass but too fast into the corner,
turning 180 degrees again. Damn I was really enjoying
the drive making small adjustments to brakes from the
cockpit and racing alongside cars that previously
would leave me behind.
The change back
to the 4 link combined with the bar set-up and raising
the chassis height gave us a car that was even better
than our original 4 link arrangement. Too late in the
season unfortunately.
A week later and
off we go to the final two rounds of the Elf Super Cup
at Blenheim and Nelson. Friday night Blenheim in front
of a full house the Nissan is on song for the first
race passing Elliott and Verdoner on the outside to
take the win easily. Havent done that for a long time
and gaining confidence in the car. The 25 lap final
slicked out and Richie and the Nissan raced side by
side for over 10 laps until the outside line finally
gave out and I drifted back not able to find any grip
but more than pleased with our effort.
A quick
mid-night trip over the hill to Nelson for the
Saturday night final of the Elf series but an early
morning start to fit a new head gasket. Nelson had
been a good track for the Nissan in past years but
with so many cars going fast, the outside passing was
a thing of the past as this is a very fast momentum
track with no room for mistakes and in the second race
of the night the steering wheel of Dave Walsh came off
and he piled into turn one at full speed on the first
lap wrecking his car against the wall coming to a stop
on the wall but we are full on into the corner not
sighting Dave until the last split second crashing
side-on into the left rear wrecking the right side
roll cage and tubes. That’s it for us as it was for
Taylor and Verdoner in the first race leaving the
overall series win open to Josh Boulton if he could
finish the 25 lap final better than 6th
place. For a while it looked like Taylor would retain
his
points lead but eventually cars in
front of Boulton spun out or become tangled allowing
Josh to move into 5th place for the Elf
Super Cup series win.
Car 34T ended up
9th overall after 5 DNF’s from other cars
crashing and a broken drive shaft.
And FINALLY,
During the last
2 months I had been in contact with 2NZ Shane McIntyre
regarding the possible purchase of his car. Earlier
Shane had broken his motor and my 360 cu inch V8 motor
had just come off the dyno from adjusting the Kinsler
injection, so box it up and off to Tauranga goes the
ex TC motor to sit in the 2NZ car. Since then Shane
has punted the small motor to great effect and finally
a deal was struck to buy the car. Shane finished the
SSCAR series at Wellington taking out the overall win
and crossed the ditch the next day to bring the car to
Cromwell for the Easter races where I took over the
car.
Forget about
keeping a secret, one word and everyone knows within
hours as texts and phone calls start quizzing about
what's up and me buying a Jurassic race car.
Friday we set
about raising the seat height to suit my smaller frame
and I get familiar with the car lay-out. What a
beautifully built car. I made a good choice.
Crew chief Rob,
drives down from Nelson to get to grips with the new
car and Saturday we all scoot up to Wanaka for the
Warbirds over Wanaka. The neck gets a good workout
looking skyward for most of the day. If you haven’t
seen the show take the opportunity at some stage as it
is worthwhile and a mate reckoned the air show is far
superior to the European displays of aerobatics.
First night at
Cromwell is rained off but a beautiful day following
and my first run in the EX 2NZ car. Apprehensively we
are off not wanting to ding it in my first outing and
immediately understand my Nissan is a totally
different car to any of the V8’s. 700 hp in a small
chassis must have some downside. I liken it to
controlling several nervous kids on steroids against
sitting in a recliner chair with feet up. The McIntyre
car is smooth and easy to drive, throttle control is a
breeze compared to the boosted 4 cylinder, no
twitching or feeling every bump in the track,
definitely a wider longer bigger feel. The Nissan has
to be driven at 100% all the time whereas the Chev 80%
will get you there. Its almost too easy but it will
take some time to gain confidence and barrel into a
corner on full song to keep up with the top drivers.
The second day is a 12 o’clock start but a good
opportunity to experiment with set-up on a slick
track. After 3 races I begin to get a better feel of
the new car and Shane has made changes for side and
forward bite which see the car rocking over and
bouncing the front left wheel. We learn another
valuable set-up for slick tracks. Wow, this is neat
the car hangs in there rocketing off the corner
putting the power down. I will need to change my
driving style to suit the bigger car that is more
stable on all types of tracks.
The small 360
cube has more than enough zap at Cromwell which suits
big engines so not looking at changing that yet. That
big box in front housing the injectors does limit the
view and will certainly need some slimming.
And the Nissan?
Well its still a very fast car especially now we
finally have the handling sorted. I’m still annoyed
with the loss of those 3 years.
The crew and I
have enjoyed 6-7 years of success with this potent
little weapon but we do know good things come to an
end. We haven’t been fortunate to take the 1NZ but did
get close on 3 occasions when the car was the fastest
on the track and a little luck might have seen us get
there. Over the years we have held numerous lap
records, a few still stand but some never recognized,
an outsider maybe?
Most memorable races: winning the GP at
Waikaraka Park, the two lap shootout against Dean
Waddell at Cromwell, Canterbury champs sent to the
back and passing everyone to take the lead, just a few
of many.
I know there are
a lot of fans out there who have followed the results
over the years, mostly because it is different from
the V8 boys but also the smaller car has been the
underdog kicking V8 backsides on plenty of occasions.
I remember several times during or after a meeting
being surrounded by onlookers in the pits inquiring
about the amount of horsepower, what motor, must be
very light etc, especially after winning against the
bigger cars. Even recently the wee car gets punted by
the big boys bowling us off the track as they know we
can be moved, but now its my turn.
Over the years
all the guys who have worked on the car did so because
this was not a V8 and were as involved in the success
as myself, Rob ,
Alex (Mango), Elliott (Prozac),
Kerry (Magpie), son Daniel,
my wife Gail and daughter Rebecca
are my biggest fans next to the Nelson Bowen clan.
Those times when
we beat the V8’s and hearing the comments from driver
and crew “That f.…n Nissan”. That was very pleasing.
I do feel
annoyed that I have finally taken the V8 plunge but 13
years with the Nissan I think I have proved a point
and time to move on while I have a few years remaining
in the sport.
What will happen
to the Nissan? the car will be repaired correctly to
its former glory with new panels etc and probably sold
without the motor as it seems the FJ20 is a little too
complicated for most people to maintain.
I am sorry that
the Nissan will probably not be raced again as a 200SX
FJ20 Hybrid and will end an era of something different
to compete against the V8’s.
Some have
suggested restore the car and become a coffee table?
Its unique so preserve it? I believe someone will
take the car minus motor and install either another
Jappa motor with less complicated horsepower or a 350
cube V8 would be a real weapon.
Thank you to all
those who have followed our progress with genuine
interest thru the years. I had plenty of PM’s thru
Macgors congratulating us on our success. The 34T crew
and myself did enjoy the many questions and I will
miss this side of the Nissan as we are now in just
another V8 but hopefully a winning one.
Thanks Jase for
setting up this website for the Nissan. I know your
interest was in this car because it was out of the
ordinary and now I have spoiled that cause.
You can get to
drive the Nissan, just buy it.
Cheers
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...
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