From: gaw30@ccc.amdahl.com (Greg A Worth)
Newsgroups: rec.autos
Subject: Kit Car Sun 4/92
Date: 15 Apr 92 23:52:37 GMT
Reply-To: gaw30@juts.ccc.amdahl.com (Greg Worth  gaw32@amail.amdahl.com)
Organization: Amdahl Corporation, Sunnyvale CA

THE KIT CAR SUN             (USENET Version from Vol. 10 No. 4)
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Northern California Kit Car Club Meeting - MARCH 22. 1992

by Ruth King

On March 22nd, Paul & I braved taking our kit car (Piper Lance '29 SSK) 
out of the garage for the drive toward San Jose. We had the top down, 
but encountered only a few drops of rain on the way. We arrived at 
George's Burger a little later than the rest of the group, but were 
still able to have lunch. Then, on the way to Akin's Collision Center we 
really did not get lost, we just came in from the other side of the 
street.

We discussed some upcoming activities, including the AHA Show (May 
16-17) and the SCVA Show in Indianapolis. Some possible outings were 
discussed, including an outing to the Concrete Pipe Company vehicle 
collection in Turlock. Greg Worth suggested this based on his seeing it 
included in "Bay Area Back Roads".

Vern Hance to introduced Bill Rupp, the owner of Akin's Collision 
Center. He explained that member, Jerry Pocan, was the person that 
suggested the tour. Mr. Rupp started off with a 10 minute video 
outlining modern-day collision technology and the changed ways of 
painting in an environmentaly sensitive world. Following some questions 
and answers, we toured the huge facility including the down draft 
painting booth, the paint storage and blending room and the body repair 
area. John Russell, Service Manager, and Bill Rupp each guided a small 
group through the various areas and answered questions about the 
specialized painting, heat curing and body measuring equipment. The 
newsletter preview of this event was not exaggerated and we were 
impressed. Thanks to Jerry Pocan & Vern for setting this up.

Paul wanted to get home so we left right after the tour. We had just 
driven into the garage when the sky opened up with a huge downpour. 
Lucky too, since we did not take the side curtains.

I want to express the clubs appreciation for the hospitality extended by 
Bill Rupp, of Akins Collision Center in Santa Clara, to our group on 
March 22,1992 when we toured his paint and collision repair shop. He and 
Shop Service Manager, John Russell, made a special effort to make us 
feel welcome and answer our questions. And they spent their whole Sunday 
afternoon doing so. Our thanks go out to Bill & John for this special 
treatment.

We were glad to see some of our South Bay members at the tour but wish 
more of you could have taken in this educational event. Although the 
weather was threatening we were pleased that Tom & Irene Wallters 
brought their Mercedes 500K and Paul & Ruth King drove their Mecedes 
SSK.

A number of members have sent in their dues to the SCVA and we continue 
to urge you to do so. Their was an enrollment form printed in the Feb-
ruary Kit Car Sun. Please use it and send in the report card on your 
experience with your kit car manufacturer. Mail to: George Evans - SCVA, 
2111 Poinsettia, Long Beach, CA 90805.


WHAT CALIFONIA HATH WROUGHT-UPDATE

This article was condensed from one of the same name that appeared in 
the April 1992 SAE Update , a publication of the Society of Automotive 
Engineers.

There is a whole new batch of "alphabet soup" headed our way as the 
California Air Resources Board (CARB) creates new rules for auto manu-
facturers to meet as a condition of selling cars in California beginning 
in 1994. Basically manufacturers will have to meet a declining, 
reactivity adjusted, Non-Methane Organic Gas (NMOG) sales-weighted 
average by model year beginning in 1994 and extending into the next 
century.

This will result in vehicles being classified into the following four 
classes: 1) Transitional Low Emission Vehicles (TLEV); 2) Low Emission 
Vehicles (LEV)- 3) Ultra Low Emission Vehicles (ULEV), 4) Zero Emission 
Vehicles (ZEV). Except for ZEVs, the classes are largely defined by the 
differing levels of reactivity-adjusted mass of organic compounds in 
their exhaust. The traditionally regulated constituents -- carbon 
monoxide (CO) and oxides of nitrogen (NOx) will be controlled to lower 
levels, along with a relative newcomer, formaldehyde.

While incredibly complex in implementation, CARD's initiative represents 
a shift toward a systems approach to air quality. It is no longer just a 
progressive reduction in tailpipe emission standards, but a whole new 
way to regulate vehicle emissions. Manufacturers currently must comply 
with regulations on the mass emissions per mile of CO, NOx, and total 
hydrocarbons as measured by a flame ionization detector (FID). These hy-
drocarbons are referred to as non-methane hydrocarbons (NMHC) because 
the FID does not register methane hydrocarbons.

The new rules attempt to regulate the ozone forming potential of 
vehicles on a grams per mile basis by expanding to include today's NMHC 
plus other organics such as aldehydes, ketones, alcohols, and ethers to 
come up with the total NMOG number.

This number is multiplied by a reactivity adjustment factor (RAF) to 
determine the NMOG number for that type of vehicle. An RAF will be de-
fined by CARB for every motor fuel for each vehicle class, TLEV, LEV 
etc. This will encourage manufacturers to sell vehicles that operate on 
the cleanest burning fuel that is commercially available and it will 
encourage fuel suppliers to supply fuel that is a clean burning as 
possible.

There are obviously conflicting interests at work here. Car builders may 
point at the fuel suppliers for not minimizing the RAF as much as they 
would like. Oil marketers may say there are not enough pipe fitters in 
the world to change refineries so that significant volumes of 
clean-burning gasoline can be produced. And CARB may skew the RAFs to 
force what they, as regulators, see as a desired solution.

Only time will tell if the solution costs in terms of vehicle choice 
vehicle cost, fuel cost and fuel availability will be too high. The 
vehicle manufacturers that will be most successful are those who can 
market cars that meet the regulations, have minimal changes in operating 
characteristics, have easy fuel availability and do so at a cost that 
can be afforded by the public.

The turn of the last century saw the end of the horse-drawn carriage. 
Perhaps the turn of this century will mark the end of the 
gasoline-fueled Otto cycle engine-powered automobile.

Ed. comment: Now, as a kit car builder, think how much sim pler your car 
building decisions are than if you were Mr. Ford, GM, Chrysler or Honda. 
I personally don't see this complex emission testing system being 
imposed on in individual car owners, as in our current Smog-Check pro-
gram. But, it signals a growing pressure by regulators to make 
California's air meet Federal standards. I suspect the threat to our 
hobby will come from regulations aimed at preventing us from operating 
older model engines in our cars. You can see evidence of this from 
legislation aimed at eliminating old cars from the road by taxes, 
abatement laws, crushers and maybe even bounties. Start thinking now 
about your battery powered electric Cobra of the future.


A KIT CAR ADVENTURE STORY

by Ken Harris 

Someone asked for some kit car adventure stories, so here is the first 
one, which was contributed by Ken Harris for the January 1992 newsletter 
of the Australian Component Car Club. It has particular application to 
Sterlings which are very similar to the Australian Eureka.

Well it finally happened ! Have you ever wondered what would happen if 
the hydraulic roof ever came down and trapped you in the car. Well, 
listen to this. A guy bought a Eureka (he shall remain nameless to pre-
vent embarrassment). The hydraulic pump was faulty and in repairing it 
he wired in a 3-position toggle switch instead of a rocker switch. To 
test the pump, he wedged the wires to the battery terminals, then 
reached between the roof and the body to operate the down position. The 
roof came down on his arm. He flicked the switch to the up position but 
a wire had come loose and the roof just kept coming down and squashing 
his arm. He could not turn the pump off and for a couple minutes the 
motor kept pumping and squashing. By this time, he told me, the pain was 
horrific and he thought he was going to pass out. He grabbed a fence 
pailing (is this Australian for picket ?) with his free hand and jabbed 
at the battery until the down wire was knocked out. Luckily two women 
passed and heard him yelling for help and came to assist. They went into 
his shed and found some tools to crowbar the roof up until he could 
slide his arm out. His hand and arm were purple and after being x-rayed 
it was found that the bone was broken and will be in a cast for 4-weeks.

A hydraulic pump is a powerful unit usually capable of exerting about 
2000 psi or more. I'm sure we Eureka owners have stretched across the 
body at some time or another to operate that switch. So just remember; 
don't use a toggle switch but do use a rocker return switch. I use a 
Chrysler electric window switch.

THOUGHTS ON KIT CAR SUSPENSIONS

by Marshall Pruett

Most kit car suspensions are at best, poor ! Usually they use an 
existing unit designed to support a heavier, taller car which means high 
roll centers, stiff springs and camber/caster settings not appropriate 
for the kit car. To make it somewhat easier to understand the HOW of 
making your kit car handle properly, consider the comments below.

1. Shocks, even coil-over types, do only one thing. They keep the tires 
from bouncing up and down. A double action shock exerts resistance to 
movement both up and down. A single acting shock has little resistance 
when the wheel deflects but resists it from bouncing back. A softer 
shock setting allows for compliance, but a too stiff setting and your 
car skitters around on small deviations.

2. Springs only support the four comers of the car and they can vary 
greatly in their design. There are several manufacturers that will make 
springs to your specifica: tions. SCCA and Drag racers are always trying 
different spring types. A want ad placed in one of these racing 
magazines might help you save some bucks.

3. Sway bars will not stop lean or roll. Depending on chassis stiffness, 
sway bars will only control oversteer or understeer. If they are too 
stiff they will adversely affect handling. Simply put, don't get carried 
away thinking a sway bar will solve all handling problems.

4. Moss Motors has a kit to replace the front shock unit used on some 
cobra kits with a coil-over tube type shock. It might be worth looking 
into.

5. Race-Lite products in Union City, owner Robin Riedel, 5104714456 does 
welding, tube bending, and custom fabrication. The work is first class 
and rates are reasonable.


FIBERGLASS REPAIR PLAY IT SAFE

This article is condensed from one written by Teddy Tsongas for the May 
1991 issue of Sportscar magazine, the SCCA monthly publication.

Unknown to many people working with fiberglass is the fact that the 
polyester resins can give off harmful fumes in the curing process. The 
catalyst contains organic peroxides such as methyl ether ketone 
peroxide. The acrylic lacquer thinners used to clean up may contain some 
combination of toluene, xylene or other solvents, none of which are 
recommended as breathable. Fiberglass itself can be irritating if the 
fibers get into the air and then into one's lungs. However, proper prep-
aration and safety precautions can prevent problems.

Protective equipment should include gloves, goggles, an organic vapor 
cartridge respirator and a good quality dust mask for sanding, cutting 
and grinding. You can even get a dust cartridge for your respirator or a 
combined organic vapor and dust cartridge that takes care of both 
problems at once. The respirator will provide a better fit and better 
protection than the single strap paper dust filter which just do not do 
the job.

Checking the material safety data sheets (MSDS) for the polyester resin 
showed that one of the primary problems was the styrene monomer given 
off by the resin. This may cause cancer but more immediate is the 
toxicity of styrene and toluene to the brain and nervous system. Another 
hazard is isocyanate which are poisonous and can cause asthma and 
permanent lung disease. Isocyanate is odorless so you can't smell it if 
present. It is possible to buy polyester resin without isocyanate so 
read the labels or consult a MSDS before buying.

Polyvinyl alcohol (PVA) is a primary lung irritant, so you should always 
wear an organic vapor respirator when spraying this mold release materi-
al on the inside of a mold.

Exposure to the methyl ethyl ketone peroxide catalyst can come through 
inhalation or contact with your skin. For this reason latex gloves are 
required along with goggles and the organic vapor

respirator. The catalyst can cause eye, skin and lung injury as well as 
possible blood problems, such as certain anemias.

In short we found it necessary to wear a respirator for essentially all 
operations including spraying PVA, mixing resin, application, brushing 
and rolling out air pockets and when in the work room while the part is 
curing. It continues to emit gases until cured. Goggles and latex gloves 
were also necessary whenever contact or splashing with resin or catalyst 
is a possibility.

Another consideration is the need to work in a well ventilated area and 
away from ignition sources. These chemicals are volatile and can be a 
real potential for explosions.

The above applied to fiberglass fabrication or application situations. 
During preparation phases involving sanding trimming a good dust mask 
should be worn to prevent inhalation of fiberglass fibers, particles or 
other dust.

Equipment has its limits that you need to consider. If you detect odors 
through your respirator, its means the cartridges may need to be 
replaced or the mask is not sealing properly. You should test the fit of 
your respirator each time you put it on. To do so, cover the cartridges 
tightly with your hands. If you can breathe when the cartridges are 
blocked it means the respirator is leaking. Cartridges contain activated 
charcoal that "pulls" organic vapors out of the air passing through it. 
After awhile the charcoal no longer picks up organic materials and you 
must replace the cartridge. Store your new cartridges and used ones 
(between jobs) in tightly sealed plastic bags in the freezer. If you 
leave them exposed to air in the garage they will absorb whatever 
organic vapors are around and may not be fit for use when you next use 
them.

If you have questions about chemical hazards or proper use of 
respirators or safety equipment, you should call the National Institute 
for Occupational Safety and Health, toll free at 1(800) 32NIOSH.

Teddy Tsongas is a Denver based environmental health specialist who 
confesses that she works only to support her racing activities.
 


1992 CALENDAR OF EVENTS

APRIL 26,1992 - "Coming Out" party for recently built, acquired and 
restored kit cars. This event will be hosted by John & Marie Knebel at 
their home in Novato. See page 1 & 2 for details.

MAY 3,1992 - Custom Power Group Rod Show at Hagen Park in Rancho 
Cordova. NCKCC members say this is a good place to show your car. 
Preregistration $10, $20 at the gate. 916-393-2746 for more info.

MAY 10,1992 - Day at the Autocross. Club members participate in some 
autocross action with a picnic lunch for those who participate and those 
who want to just watch.

MAY 16 -17,1992 - AHA presents "Fun Under the Sun" kit car show at 
Knotts Berry Farm. More details call Rod Bice (714) 371-2212.

MAY 16,1992 - Paul Bennett Cobra & High Performance meet in Hayward. 
Call 510-782-0705 for more info.

JUNE 6 & 7,1992 - Walnut Creek Art & Wine Festival, featuring a car show 
by the NCKCC. Plan now to show your car in the beautiful park setting.

JULY 4,1992 - Saturday 4th of July Parade in Carmichael on Saturday then 
campout at the Amlick ranch in Shingle Springs with a Sunday outing to 
Sutter's Mill and tour of the museum.

JULY 21 & 22,1992 - Run 'n Gun Performance trials in Indianapolis area 
Bill Moore(415) 969-9244 for details.

JULY 23 - 26,1992 - SCVA National Kit Car Show at Indianapolis Motor 
Speedway. More info call George Evans or Dave Radtke (213) 422-9167.

JULY 25,1992 - Tentative date for Rally, picnic and swim party. Fred & 
Elaine Crouse have volunteered to host.

AUGUST 6 - 9,1992 - Hot August nights - Reno 702-829-1955

AUGUST 8 & 9,1992 - Hayward Art & Wine Festival and NCKCC car show. Room 
for 20 cars!

AUGUST 21 - 23, 1992 - Monterey Historical Auto Races at Laguna Seca. 
408-648-5111 for info.

AUGUST 23,1992 - Pebble Beach Concours d'Elegance

SEPTEMBER 12 -13, 1992 - 10th ANNUAL HANDCRAFTED AUTOMOBILE CONCOURSE, 
San Leandro, CA

SEPTEMBER 20,1992 - Custom Power Group Rod Show at Hagen Park in Rancho 
Cordova. NCKCC members say this is a good place to show your car. 
Preregistration $10, $20 at the gate. 916-393-2746 for more info.

OCTOBER 11,1992 - Garden party at King residence, 60 Rider Court, Walnut 
Creek. Call 938-3035 for more info.

DECEMBER 6,1992 - Annual Sunday Brunch at Boundry Oaks Restaurant, 
Walnut Creek. Mini car show will beheld in a reserved area of the 
parking lot.

1992 OFFICERS AND APPOINTEES:

JOHN MORRISSEY, PRESIDENT
510-939-9761
WARREN DUNLAP, VICE PRESIDENT
510-934-8799
VERN HANCE, TREASURER, MEMBERSHIP,NEWSLETTER
510-938-1442
3317 Ellesmere Court, Walnut Creek, CA 94598
Compuserve 76066,2104
RUTH KING SECRETARY
510-938-3035
PAUL KING ACTIVITIES
510-938-3035
HARRY BUTLER, PRESIDENT, SAC. CHAPTER.
916-961-8704 

===============================================
The Printed Version of the KIT CAR SUN is mailed monthly to members 
(dues $2/month) and contains LETTERS to the Editor, Kit Car Related FOR 
SALE/WANTED Ads and news of interest to club members. The items posted 
to USENET were felt to be of interest to a wider audience. 
Please address any comments/questions to:
Greg Worth at 
gaw32@amail.amdahl.com
  or  
gaw30@juts.ccc.amdahl.com
===============================================