MOTO X VOLUME 1 NUMBER 3

lbu've askedforit... 

BP 

all 

I HP RACING IK I 

New, specially formulated oil for methanol 

fuelled engines. Great news. BPRacing IvIX, 

the high technology oil formerly supplied 

only to BPsponsored riders, is now available 

to all Moto-crossers. 

ReccxruneRded-retail price: Only R12,50 

for 5litres. 

Ask now at your nearest stockistor at the 

following BPOffices: 

Cape Town 45-1141 

Johannesburg 836-3911 

Durban 32-9211 

Port Elizabeth 52-2070

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publications 

p.'.1m 411,Mltrllt. 

.llIma 

telepIl. 71-1171 

Photographic conapetition Registered at the G.P.O. as a newspaper. 

Distributed 

nationally by C.N.A. 

VOLUME ONE ... 

NUMBER THREE 

3 PRIZES PRIZES PRIZES ENTER NOW! Moto X S.A. is published monthly by the 

proprietors G.W. Publications. 

Transvaal Series 

84th Round TVL. CHAMPS· Stadium racing is here 

12 SYRINGA SERIES· 3rd Round 

14 SYRINGA SERIES· Final Round 

Natal Series 

25 NATAL CHAMPS - Cold and miserable 

Cape Series 

27 6th Round SA CHAMPS· Another cold and windy raceday 

Features 

2 EDITORIAL· Comments on facilities 

2 WORKS PERFORMANCE SHOCKS· Exciting concept in shocks 

5 THE RECEIVING END· Letters to the Editor 

7 MINICROSS . Another look at our future champs 

17 PRICES· Latest releases 

20 RESULTS· SA and World leaders 

21 CRASH SPECIAL· A few sore pages 

28 Ol LS - What, How and Why? 

EDITOR: 

Gary Whyte 

CONTRIBUTING 

Peter Achterberg 

EDITOR: 

BUSINESS MANAGER: 

John Taylor 

SUBSCR IPTIONS: 

Viviane Whyte 

LAVOUT AND DESIGN: 

Gary Whyte 

PRINTED BV: 

Pinetown Printers (Pty) Ltd, 

22 Henwood Road, 

Pinetown, 3600 

EDITORIAL AND ADVERTISING OFFICES: 

P.O. Box 487, Hillcrest, 

3650, Natal. 

AD ENQUIRIES: 

73-1878 (Natal 031) 

CONTR IBUTIONS: 

We welcome any photographs, articles and 

illustrations. They will remain the property of 

MOTO·X S.A., unless prior arrangements are 

made with the editor to return such material. 

Photographs should be 5" x 7" colour or black 

and white prints. Contributor~ will be awardad 

a fee if material submitted is eccepted. 

Copyright reserved. Nothing in this magazine 

may be reprinted in whole or in part without 

tha express permission of the publisher. All 

published material becomes the sole property 

of MOTO-X S.A. 

30 CLUB NEWS· Hearing from Peter Achterberg 

Front Cover: The 100cc Juniors blast out the 

gate to their final grid positions. 

Moto X S.A. Vol.1 No.3 Page 1

EDITORIAL 

So far the spectator at motocross 

meetings is neglected, 

having to make use of primitive 

toilet and catering facilities, 

inadequate vantage points 

and in the main no seating arrangements 

whatsoever. Motocross 

is an exciting spectator 

sport, yet the crowd potential 

is never fully realised because 

many would-be spectators are 

not prepared to sit in the bush 

and only see some 25 per cent 

of the race. 

Most of us saw Charlie Tissen 

appear on television recen tly 

at the Texan Stadium (formerly 

Dunswart) which, while not 

exactly a dream stadium, is at 

least a step in the right direction, 

where spectators can be 

reasonably comfortably seated 

and see practically the 

entire track. Charlie spoke 

about his experiences in the 

United States where stadiums 

of this nature are commonplace, 

and where all crowds 

attending motocross meetings 

are, comparatively speaking, 

enormous. 

We realise that to provide 

good facilities is expensive, 

and on some of the lesserknown 

tracks is just not feasible, 

yet it is essential to generate 

interest in the sport and 

subsequently achieve larger 

gate takings by looking after 

the spectator better. 

It will be for the benefit of 

all persons and organisations 

connected with motocross if 

this aspect was seriously looked 

into. 

Moto X S.A. Vol.1 No.3 Page 2 

For the last ten months, a suspension 

system which is unique in concept has 

been available in limited supply here in 

South Africa. 

These shocks have a very wide acceptance 

amongst motocross riders and desert 

racers in America, and are particularly 

favoured by the Southern Californian 

riders, due to their being individually 

tailored to a rider and machine, so 

eliminating to a large degree the guesswork 

which exists when most riders go 

shopping for shocks. 

The small factory in Los Angeles has 

during the last year, been forced to step 

up production from a modest 20 pairs a 

day, to the present figure of over 250 sets 

per day. 

The reason for the ever increasing 

popularity of these units lies in their 

patented operating system which enables 

a very light spring to be used, but hydraulically 

stiffens the spring rate as and 

when required. 

Any experienced off-road rider will 

tell you that most existing shocks only 

really work well if the rider really rides 

fast, and that they tend to hop around at 

lower speeds due to the spring rates and 

heavy damping necessary to control these 

hard springs. 

The logical and ideal set up would be 

to have a soft shock for low speeds and 

light bumps, gradually increasing in stiffness 

as conditions become more severe. 

The patented progressive valving in 

Works Performance shocks goes a very 

long way to achieving this ideal and their 

high quality, rugged design and simple 

cheap re-buildability, are the main reasons 

for their popularity in the U.S. 

If these shocks are really that good, 

then why have they not captured the 

market? 

The simple explanation is that they are 

CUSTOM MADE to order to suit a given 

machine and rider weight, and this, 

naturally, means that it is unlikely that 

you can walk into your nearest friendly 

dealer and buy bolt-on happiness and 

handling. 

That is the bad news, but the good 

news is that delivery ex order seldom exceeds 

3 weeks, so this gives you time to 

save up your hard earned cents to pay for 

them when they finally do arrive. 

At R148,00 for standard oil shocks 

and R160,00 for the latest "Gassers", 

they are not cheap, but if you have 

already reached the sad conclusion that 

"you only get what you pay for", in life, 

then it is money well spent. 

On the credit side, however, a prospective 

buyer will note that they are 

FULLY REBUILDABLE and may be 

serviced at the low price of R8,00 per pair 

for the standard oil shocks and a little 

more for the Gassers. 

How much more is a little, do I hear 

you ask? 

Well, despite having sold 8 pairs of 

Gassers so far, we have yet to rebuild any. 

As the basic design of the Gassers is 

similar to the standard type, it follows 

that the two behave in a very similar 

manner, and that their advantage lies in 

the fact that the nitrogen used to pressurize 

the units does not break down the 

dampening oil, so giving them a much 

longer life between services. 

Now comes the main question for the 

serious MX rider, "Do they win races?" 

The answer is definitely "Yes", here in 

the Transvaal, at least two classes are won 

at any given meeting by machines using 

Works Performance shocks, and several 

riders have indicated that they would 

really like to use them if only the could 

get a free promotional pair as our competitors 

are offering. 

For further information regarding this 

and other Off-Road products, contact - 

C.B. Cycles, 205a, Main Street, Johannesburg, 

2001. Telephone 23-1075 - who are 

marketing the shocks direct to try to 

keep the price as a reasonable level. 

Yes, it's the new AGV "Super Integral 

Cross" motocross helmet. All motocross 

enthusiasts have seen these new style 

helmets. 

The AGV version of the new helmet 

is very light, and has removable padding 

so that the inside can be effectively 

cleaned. Each helmet is supplied complete 

with a vented peak. 

The vented peak, which fits all AGV 

helmets, is also rather special. It has slots 

cut into the surface which allows the air 

to flow through it freely. Because of this 

it can be worn when riding at high speed 

and the wind won't cause the peak to lift 

or twist. 

Available in either white or black.

If yoUl lIKf 

ORIGINAl PRINTS 

Of PHOTOGRAPHS 

WHETHER THEY ARE PUBLISHED OR NOT, 

POP IN AND SEE THE SELECTION 

AT OUR TENT WHICH WILL BE SITUATED 

AT RACE MEETINGS, OR ORDER YOUR PRINTS FROM 

GARY WHYTE - TEL: 73-1878 (NATAL 031)

MotoStar 

MotoStar-Special design for motocross riders. Full 

coverage style comes with extra protection at nose 

and mouth. Durable fiberglass shell in white or yellow 

with matching Duckbill® visor. Non-resilient, 

expanded polystyrene liner is padded for comfort, 

sized for a safe fit-54-63cm. Meets Snell '70 and 

ANSI standards and is approved for AMA competition. 

Plenty of room for goggles, too. Weighs 1410 grams. 

R89,OO 

SUPER Magnum 

SUPER MAGNUM - A popular helmet tor 

street, track or trail. Silver, white or orange 

finish with matching 520 visor. Head sizes 

52 - 63cm. Weighs HiOO grams. 

R19,OO 

Star 

STAR - A tuil coverage tibreglass shell lined, 

no-bounce helmet position. White or orange 

with matching 520 visor. Head sizes 51 - 

63cm. Weighs 1650 grams. 

R89,OO 

R-T - A helmet for road or trail. White, red 

or international orange with matching 520 

visor. Head sizes 51 - 63cm. Weighs 1130g. 

R48,OO 

R-T

The Reeeiving end 

Dear Editor, 

I am very impressed with the quality 

and high standard of your magazine. It's 

great to see an all South African motocross 

magazine which is printed locally. 

With reference to your Photographic 

Competition, I am a bit confused as to 

which is the winner in Vol. 1 No.2. After 

discussing and arguing about it with my 

friends, the conclusion that we arrived at 

is that the larger of the two bottom ones 

is the one that won. The top photograph 

second, and the smaller photograph is 

third. In arguing some maintained that 

one of the other two came first. I would 

appreciate you informing me of the 

correct order. 

Could you please furnish me with 

details regarding rear suspension systems, 

such as how to tune them. If it is possible, 

could you please draw up a table of bike 

prices. 

Patrick Green, 

Houghton, Johannesburg. 

Sorry about the confusion. A t the time of 

printing the 1st, 2nd and 3rd markings 

were omitted. Competition winners were: 

1stprize - H. Booth (top photo). 

2nd prize - R. Griffin (bottom right). 

3rd prize - S. Steinhobel (bottom left). 

We will answer your technical question 

in the next issue. Bike prices are on page 

17. Editor 

Dear Ed, 

Your four wheel drive club section 

seems to have expanded in your second 

issue. Will this eventually equal in volume 

or overtake the motocross section? 

P. Edwards, 

Sea Point, Cape Town. 

No. This is primarily a MX mag, the maximum 

space allocated for the 4 x 4 club is 

eight pages, which servesonly as a newsletter 

for their members. Editor 

Dear Editor, 

How about 

in future? 

a few pies of sexy pin-ups 

H. Oosthuizen, 

Tempe, Bloemfontein. 

Sorry, that's not our idea of a motocross 

mag. However, we will certainly oblige 

with attractive pit tootsies. Editor 

I. this I few of the MX Mag fini chuckling at ona or two of our zany captions; or ara they about 

to receive a frae subscription (Photo: George Whyta.1 

Dear Sir, 

I really think you have done a very 

good job with our new Moto X mag. The 

pictures are fantastic and the price is fair. 

I was surprised to see my article published 

in last month's issue, on how I saw 

motocross when I toured the United 

States. I hope it made interesting reading. 

Gavin McKellar, 

Bryanston, Johannesburg. 

Glad you like the mag. We wish we had 

more contributors like you. Our cheque 

in appreciation is on it's way. Editor 

monttsa cappra-250 VB / cappra-360 VB 

NEW MODELS 

Dear Ed, 

If your mag keeps up it's present 

excellent standard you will soon be receiving 

my subscription. 

Since you have asked for suggestions - 

how about dedicating a page in each issue 

to crashes and spills? 

Michael Ellis, 

Morningside, Durban. 

What a coincidence! We had already prepared 

a few pages for this issue. Any 

more suggestions? 

Editor 

CHAIN & SPROCKET 

199 Main St, Johannesburg 

TEL.: 23-6894 

Tony de Gersigny (Sales) Sarel Jooste (Workshop) 


· 

Anglo Welding and· Bngineerinll 

But toughness is not the only thing that makes Bilsteins the best 

shock absorbers available. 

Firstly, Bilsteins are constructed in a unique way. They contain 

a cavity of gas at 25 atmospheres pressure, which contracts and 

expands as the shock does it's work. 

Unlike ordinary shock absorbers, the oil is not churned into an 

unresisting foam and there is no fall-off in efficiency, however 

rough the track. 

Bilsteins can withstand a temperature build-up of up to 2500C. 

Another unique feature is the uni-hall joint on each end of the 

shock, which makes it impossible to bend a Bilstein. 

Add to that the standard of engineering that goes into each 

German-built Bilstein and the choice of 12 different dual-rate 

spring combinations, and you have a winner. 

BILSTEIN DISTRIBUTORS (PTV) LTD. 

818-4911 Johnny Smith or Ted Garstang 

28, Geldenhuys Road, MALVERN EAST, JHB. 2001. 

(In Port Elizabeth give SPEEDYQUIP a ring on 41-3974)

Just Kiddin,,! 

The Printer's Devil made hls appearance 

in our previous issue and reversed the 

photograph of the Trow brothers. Alan is 

11 and Andrew 10 years old, and to put 

the record straight we have reprinted the 

pic correctly. 

It was good to see Donavon Kotze 

right in the bunch on his new RM80 at 

the Super Syringa Series round 3 - keep it 

up Donavon! 

We would like to introduce to our 

readers some further mini-cross participants, 

so that their progress can be followed 

at future meetings. 

This is Gordon Reed's second season, 

Gordon who is 11 years old, started riding 

on a SOcc bike. He is a consistent rider on 

hls YZ 80. 

12 year old Darryl Barlow rides a 

Suzuki RM 80 and has done quite well 

lately having attained a third at the Super 

Syringa Series round I. 

A fellow who handles his bike extremely 

well is Il year old Gary Campbell. 

Gary's dad looks after the mechanical 

side of his RM 80. 

We would like to welcome a newcomer 

to mini-cross. Kevin Arnstong is 10 years 

old and rides a Suzuki RM 80. His pic was 

taken after his very first race - good luck 

Kevin. 

Moto X S.A. will continue to feature 

more mini-cross riders in future issues, 

and our correspondents will be watching 

those participants about whom we have 

written with keen interest. 

GARY CAMPBELL 

TO BE CONTINUED IN FUTURE 

ISSUES 

DARRYL 

BARLOW 

The Trow brothers, Alan (1 1) and 

Andrew (10), are no newcomers to the 

track and between them have won 9 cups. 

Their father recently imported a DG kit 

for Alan's Yamaha, and we should see 

some impressive riding from him. Andrew 

is prone to coming down very often and 

because of this carries the nickname 

"Crasher". 

KEVIN ARNSTONG 


4th Round Tv1ehanaps --Te~anStadium. 

American style Stadium Motocross arrived 

in this country on Saturday 6th August, 

and the occasion was the fourth round of 

the Transvaal Championships, coupled 

with the opening by Mr Frank Wylde, 

Manager A.A. Motor Sport Control, of 

the new Texan Motocross Stadium. The 

old Dunswart Stadium near Benoni, 

known for many years as the home of 

Hot Rod racing and at one time, a Speedway 

Stadium when Speedway was at it's 

prime in this country, has been completely 

rejuvenated, and has been developed 

into a motocross raceway that will prove 

to be a dream for spectators. 

Full marks to owner, Piet Venter, who 

has realised the potential of Motocross as 

Moto X S.A. Vol.1 No.3 Paga 8 

a spectator sport and has put every effort, 

plus obviously a lot of money, into this 

venture. According to him, he watched 

the faces of those in the crowd at 

Wembley Stadium when the MX riders 

took the field in a mixed meeting comprising 

Speedway, Hot Rods and Motocross, 

and detected an excitement that 

was missing during the other events. This 

observation decided the future of 

Dunswart! 

From a spectator's point of view, the 

Texan Stadium has everything. From the 

grandstands one has a good view of the 

entire track, and if you happen to be 

watching the progress of one particular 

cider, you can keep an eye on him from 

start to finish, including the dusty 

"country" section outside the stadium 

itself. Apart from the comfort of the 

grandstands are the advantages of complete 

catering facilities as well as easily 

accessible toilets, a luxury often missing 

on the "Bundu" tracks. 

From a competitors point of view, the 

track is possibly not the fastest they have 

ridden on, as it has numerous tight 

corners, and is similar in a lot of respects 

to the track prepared at Cape Town's 

Goodwood Show Grounds for the 

National at the end of May, but it still 

requires considerable skill to be out in 

front. As it happened, the track turned 

out to be something of a wheel-breaker,

(Q Products Suzuki) and Greg Wilson 

(Castrol Honda). These youngsters really 

set a cracking pace and Deon du Plessis 

in particular, rode with skill and intelligence, 

to take first spot, followed by 

Symm Grobler and Darryll Werner. 

In the second heat, the same riders 

shot to the fore, but this time the frontrunners 

included Robert Campbell (Team 

Nagingtons Suzuki) and Wayne Jones 

(Team Honda). Wayne Jones had, incidentally, 

given the more blood-thirsty 

members of the audience a big thrill when 

he comprehensively lost his mount and 

ploughed into the ground in front of the 

grandstand in the first heat. In spite of 

being collected by the St. Johns Ambulance, 

he was fortunately able to take 

part in the second heat. Tony Riddell 

produced what must be his best form of 

the year to take second place to a very 

consistent Deon du Plessis, with the hard 

luck prizes going to Darryll Werner and 

Wayne Attwell who both managed to 

destroy their front wheels. 

As expected, the 125cc Senior MX was 

completely dominated by Grant Maben 

(Castrol Honda), who was so far out in 

front that real interest focussed on the 

dice for the remaining positions, and here 

the crowd had their money's worth with 

the likes of Tommy Maben (Honda), 

Nicky Milosevich (Q Products Suzuki), 

Martin Jones (Texan Castrol Kawasaki) 

and Roy Gardener (Team Honda), riding 

as though their very lives depended on 

Tommy Maben was involved in an excellent tussle between Nicky Milosevich. Martin Jones and 

Roy Gardener. IPhoto: George Whyte.) 

A fine study of Gary Keyser in full flight at 

the opening of the Texan Motocross Stadium 

IPhoto: Alan Keyser.) 

and most makes of bikes suffered this 

fate. It is also quite narrow, making it 

extremely difficult to pass another competitor. 

Being a Championship event, the 

racing was of a very high standard, and 

particularly in the case of the 200cc High 

School Motocross, most exciting. Both 

heats in this class turned out to be humdingers, 

with a tremendous battle 

between the riders in the "Top Ten", any 

of whom were capable of winning. The 

first heat saw Symm Grobler (Shell 

Suzuki) fly into the lead closely attended 

by Dean du Plessis (AWE Honda), Darryll 

Werner (B.P. Racing Motors Yamaha), 

Tony Riddell (Yamaha), Wayne Attwell 

Nicky Milosevich was on top form at this fourth round. riding for Q products. IPhoto: George 

Whyte.) 


achieving second position. Also up 

amongst the front-runners were Natalian 

Roy Sturgeon (Yamaha) and Marthinus 

Briers (Racing Motors Yamaha) who was 

back in action after a three month lay-off 

following injury. 

Following in order of excitement was 

the 2S0cc event which developed into a 

dual between Charlie Tissen (Draper Plant 

Hire Yamaha) and Tyrone Stevenson 

(Texan Castrol Kawasaki). Tyrone was 

racing on the new works Kawasaki for the 

first time, and swopped the lead with 

Tissen on numerous occasions during the 

15 minute plus 1 lap duration of the first 

heat, but Charlie's skill and experience 

came to the fore. In the second heat, 

however, the Kawasaki sounded decidedly 

sick, and Tissen took an invincible lead, 

to finish the day with the maximum 30 

points for this class. Mark Davies (Texan 

Castrol Kawasaki), Herbie Henderson 

(Hang Ten Bultaco), Mike O'Connor 

(Shell Suzuki) and Peter Hill (Castrol 

Kolbenschmidt Husqvarna) all rode well 

in this event. 

Rather like the 2S0cc event, the 100cc 

Junior MX was a two man (or should I 

say two boy) competition, with Robert 

Larney (Suzuki) and Robert Campbell 

(Team Nagington's Suzuki), so far ahead 

of the pack that one wondered how many 

laps it would take the leader to catch up 

with the back of the field. Lamey led 

both heats from the start, managing to 

take first place in the second heat, but 

falling away in the first due to a very sick 

and spluttering motor. 

The combined SOOcc MX, SOOccStreet 

Scramblers and 2S0cc Street Scramblers 

race was a walkaway for Horace Bergstrom 

(B.P. Racing with Yamaha) with Chris 

Brand (Castrol Kolbenschmidt Husqvarna), 

Toby Venter (Team Franks Motocross 

Suzuki) and Clive Upton (Honda) all 

showing good form. 

The Mini Motocross seemed faster 

than usual, with the likes of Gary Butcher, 

Gary Beuthin, Jeromy Davies and Grant 

McCleary, on his new D.G. Yamaha, 

really steaming around the circuit. 

Possibly the tightness of the circuit provided 

more scope for these little, future 

stars, but in any event, they certainly did 

not let their television fans down. 

Having suffered with a bad motor in the first moto, Robert Larney came forward in the second 

for a convincing win. (Photo: George Whyte.) 

A great dice developed between Stevenson and Tissen (seen here) with the latter taking the 

day's winnings. (Photo: George Whyte.) 

Moto X S.A. Vol.1 No.3 Pag. 10

Every man's 

NEW • 

Wlnner ... ~ 

PURSANG MK II 

Competing on standard 

machines ordinary riders 

were able to prove that 

a BuItaco can beat the 

sophisticated works 

machines. 

77 Syringa Super Motocross Series: 

1st Enduro - 

370 Frontier 

Bunny Shandler 

2nd 250 MX - 250 Pursang 

Herbie Henderson 

2nd 500 MX - 370 Pursang 

Bunny ShandIer 

2nd Trailbike 

- 250 Frontera 

Jimmy Smith 

Enquiries 

OFFlOAD 

216 LOUIS BOTHA AVE.: ORANGE GROVE, JHB. 

TEL. 728-1661 

64 WATERKANT ST., CAPE TOWN, TEL.: 43-6578 

FOLLOW THE WINNERS, RIDE A BULTACO.

S~ringa Super Series· Round three. 

In spite of miserably cold weather with 

the odd drops of rain falling, a good crowd 

turned up at Syringa Spa for the Honda 

sponsored third round of the Syringa 

Super Series. 

By far the most thrilling race was in 

the 200cc High Schools and 250cc MX 

classes, where the heats were particularly 

closely contested. The first heat of the 

High Schools event saw Greg Wilson 

(Honda) lead from start to flnish, with 

Kenny van der Merwe (Honda), Darryll 

Werner (Yamaha) and Deon du Plessis 

(Honda) hot on his trail. While Kenny 

and Darryll seemed content to hold their 

positions. Deon had other ideas, and was 

riding beautifully to close the gap, when 

he got tangled up with a slower rider in Two members of the Group Pendulum fooling around on tha ATe's. Guyon right a little 

the process of being lapped on the old weary about popping that Whaelie. (Photo: Seymour Smith) 

"wall of death", and dropped his bike. 

Obviously frustrated and disappointed, he 

remounted and continued the race, but 

this fall had put him out of the major 

placings which were filled by Wilson, 

van der Merwe, Werner, Symm Grobler 

(Suzuki) and Tony Riddell (Yamaha). 

The second heat provided some consolation 

for Du Plessis, who won comfortably 

to take third overall for the day, 

behind Darryll Werner, who was second 

in this heat. 

Outright winner for the day, Greg 

Wilson, finished third in this moto, closely 

followed by Wayne Attwcll (Suzuki), 

Gary Keyser (Honda) and Kenny van der 

Merwe. 

The Bergstrom brothers, Horace, Rod 

and Gary all raced their Yamahas in the Gary Draper No. 146 getting traction a little too fast while No. 314 is not sosure where to travel. 

250cc Class, which included South (Photo: Seymour Smith) 

Africa's top riders Charlie Tissen (Yamaha), 

Tyrone Stevenson (Kawasaki), Mark 

Davies (Kawasaki), Peter Hill (Husqvarna), 

Herbie Henderson (Bultaco) and Mike 

O'Connor (Suzuki). The crowd were treated 

to some fantastic racing in both heats 

and one of the surprises of the day was 

the riding of Gary Bergstrom, normally 

mounted on a 125cc machine, who looked 

really top class on a 250 Yamaha. 

Tyrone Stevenson took the first heat 

ahead of Gary and Herbie Henderson. It 

was a strange sight seeing three brothers, 

all dressed alike, finishing in the first five 

of a race, as Rod Bergstrom filled fourth 

spot with Horace fifth. Charlie Tissen, 

who broke a chain in the first heat, rode 

one of the races of his life in the second 

heat, coming through the field from stone 

last to win. Gary Bergstrom again took 

second place with Herbie Henderson's 

consistant riding rewarding him with 

another third. 

Once again champion Grant Maben 

(Honda) took complete control of the 

125cc Senior Class, winning both heats, Syringa's control 

with Geoff Gray (Honda) pushing him Whyte.) 

tower now completed, but well obscured by flags and banners (Photo: Gary 

hard in the first heat. 


hard in the first heat. In the second moto, 

Grant was well in the lead, leaving Charlie 

Tissen and Gary Bergstrom to fight out a 

terrific dice for second place. Charlie, 

plagued with mechanical problems, once 

again lost his chain and was forced to 

retire, letting Natal's Colin van der Merwe 

(Yamaha) through into third place, 

followed by Roy Gardener (Honda) and 

Kawasaki rider, Martin Jones. Peter Smith, 

coming up from Port Elizabeth for the 

event, showed impressive form, gaining a 

fifth and seventh in the two heats. 

Cape Town's Bunny Shandler rode his 

Bultaco into first and third places in the 

two SOOccheats to win on the day. In the 

first heat, Charlie Tissen (Yamaha) took an 

early lead from Chris Brand (Husqvama), 

with Shandler lying third and Toby Venter 

(Suzuki) right up with the leaders, but 

unfortunately for Charlie he collided with 

Chris and pulled out of the race. Chris 

managed to re-mount and finish in second 

spot, with Toby Venter third. Charlie 

Tissen did have the consolation, however, 

of winning the second heat comfortably, 

and without any mechanical or chain failure! 

Robert Lamey's stiffest opposition in 

the 100cc Junior class came from Johan 

de Jager (Yamaha) who pipped him on 

the last lap of the first heat, but Robert 

made amends in the second by taking his 

Suzuki through towin. A rather subdued 

Russel Campbell (Suzuki) filled third 

position in both heats. 

Grant McCleery was back on form to 

win the Mini Motocross from Gary Beuthin 

and Gary Butcher, with Grant taking the 

first heat and filling second spot in the 

next one, behind Beuthin. 

Charles Cramer, mounted on a Honda, 

was the "Star of Tomorrow" and must 

surely be due for promotion to the Senior 

12Scc ranks in the near future. 

Buddy 

Kenny v.d. Merwe, a top contender In the Syringa Saries High School Clals (Photo: Gary Why'" ) 

Peter Hill No. 209, Chris Brand No. 526 gassing 

it in the invitation top 20 Challenge. 

(Photo: Gary Whyte.) 

Hi 

K"w"eit~ 

RANDBURG 

Deon Du Plessis displaying excellent style, taking him to second overall for the serlel. 

(Photo: Seymour Smith) 

48·6301 


S~rinlla Super Series · Final round 

Darryl Werner, South Africa's replica of Bob Hannah, took first overall for the series. 

(Photo: Gary Whyte' 

The Stars arrived from allover the country 

to give the Suzuki and Shell sponsored 

fourth and final round of the Syringa 

Super Series the flavour of a National. 

While the crowd might not have been the 

biggest seen at Syringa, it was nevertheless 

a good one and certainly there was very 

little vacant space in the pits where a near 

record entry of competitors prepared 

their machines for the very muddy conditions 

that lay ahead of them. 

Charlie Tissen once again experienced 

a day of agony and extasy, suffering misfortune 

in three heats, but having two 

good wins. Riding first in the 2S0cc MX 

Challenge, he set a blistering pace ahead 

of Gary Bergstrom (Yamaha), Tyrone 

Stevenson (Kawasaki), Mark Davies 

(Kawasaki), Peter Hill (Husqvarna) and 

Herbie Henderson (Bultaco), only to drop 

a chain coming over the big jump into the 

main grandstand straight, midway through 

the race. Having built up a huge lead, he 

tried desperately to get going again, but 

with the other riders flying past, he 

eventually gave up and walked disconsolately 

back to the start line, where his 

SOOcc Yamaha was waiting for the next 

race. How Charlie must hate the sight of 

chains! His bad luck gave Gary Bergstrom 

a win in the first heat, with Tyrone coming 

in second followed by Mark Davies 

and Rod Bergstrom. 

In the second heat Charlie used the 

wall of death to advantage at the start 

and flew into the lead with Tyrone 

Stevenson, Mark Davies and Herbie 

Henderson in hot pursuit. Davies fell on 

the first lap, and as the race progressed, 

Moto X S.A. Vol.1 NO.3 Page 14 

Henderson faded leaving Charlie to win 

comfortably from Tyrone, Gary and Rod 

Bergstrom. 

Bunny Shandler travelled from Cape 

Town to collect a dose of food poisoning 

as well as two wins in the combined 

Street Scrambler and Enduro events. In 

spite of his medical disability, he never 

looked like being beaten by Chris Davies 

(Honda) and Keith Rivers (Maico) who 

followed him home in both heats. 

Grant Maben (Honda) again proved his 

worth as l2Scc champion when his 

spectacular style and breathtaking speed 

opened up very substantial leads in both 

heats. In the first, Gary Bergstrom, Geoff 

Gray (Honda) and Russell Beattie 

(Yamaha) fought it out for second position, 

but Gray dropped his bike on the 

second lap and as the race progressed, 

Beattie fell back to Sth position, allowing 

Roy Gardner (Honda) and Ian MacMillan 

(Suzuki) through. Gary Bergstrom took 

second place in the next heat as well, 

followed by Geoff Gray and Roy Gardner, 

whose 18 points gave him 3rd overall for 

the day behind Maben and Bergstrom. 

The largest and most competitive field 

was in the 200cc High School class, where 

a total of 48 riders were entered. Deon du 

Plessis (Honda), who is presently on 

tremendous form emulated Grant Maben 

in winning both heats with a super display 

of smooth riding. Current Transvaal 

champion, Darryll Werner filled second 

spot in both heats, with a much improved 

Shahn Rowe (Honda) coming in third. 

Other riders who really impressed were 

Symm Grobler (Suzuki), Kenny van der 

Merwe (Honda) and Wayne Attwell 

(Suzuki). 

A jinx seemed to accompany the leading 

rider in the first heat of the SODMX. 

First of all, Charlie Tissen took the lead 

ahead of Horace Bergstrom (Yamaha) and 

Chris Brand (Husqvarna), to have his 

motor pack up on him after two laps. 

Horace Bergstrom was then out on his 

own, with Ian MacMillan pushing Chris 

Brand very hard for second place. With 

no more than a quarter lap to go to the 

chequered flag, Horace took a very heavy 

tumble, necessitating the assistance of the 

Craig Whyte (seen here' was unfortunate to blow a motor while in a tremendous dual with classmate 

Peter Saleher. (Photo: Gary Whyte)

First Aid attendants. Chris Brand managed 

to hold on to take first place with Ian 

MacMillan and Roy Browning (Yamaha) 

behind him. Only nine machines lined up 

for the second heat, and from the start 

Chris Brand pulled ahead of Charlie 

Tissen and Toby Venter (Suzuki). In a 

bid to overtake Brand, Tissen dropped his 

bike and lost his second position to 

Venter, who was riding steadily. Tissen 

remounted, but again dropped it in the 

hairpin bend at the end of the main 

straight. Brand carried on to win from 

Toby Venter and Natal's Ivor Kepplar 

(Suzuki). 

Robert Lamey's consistent form rewarded 

him with an overall win in the 

IOOcc Junior class, finishing second behind 

Johan de Jager (Yamaha) in the first 

heat, and winning the second comfortably 

from Geoffrey Nel, after de Jager had 

come off early in the race. Russell 

Campbell showed up prominently at the 

start of the second heat, but with his 

Suzuki misfiring badly, he gradually 

faded out of the picture. 

Charlie Tissen's best ride of the day was 

in the Top Twenty Challenge, which he 

won from Chris Brand and Ian MacMillan, 

who put up a very creditable display 

against the bigger bikes on his 125cc 

Suzuki. Grant Maben, Norman Stewart 

and Martin Jones all managed to fall off 

in this event, and Tyrone Stevenson pulled 

out with engine trouble. 

Gary Draper rode his Yamaha to 

victory in the Stars of Tomorrow event 

with a second and first place respectively. 

Hubert Schreiber (Suzuki) took the first 

heat and finished third in the second, 

giving him an overall second place while 

Sam Maisel (Suzuki) and Gary Kruger 

(Bultaco) also showed good form. 

Minicross honours went to Gary 

Beuthin (Suzuki) with Grant McCleary 

(Yamaha) and Charles Bezuidenhout 

(Yamaha) hot on his heels. 

The novelty race of the day, sponsored 

by Mum 21 "Kicks" and advertised as the 

"Desert Daisy Dash" was more like a 

mud-pack crawl except for 11 year old 

Mandy Muter who looked like a Tissen or 

Maben carving her way through the field 

of determined damsels twice her size and 

age. Pile-ups were frequent and at times 

spectacular as the birds bit the dust - 

sorry mud - but fortunately the first-aid 

attendants were able to stand around 

with arms folded. 

For the first time Syringa saw an all female race with plenty of thrills and 

spills. (Photo: Sevmour Smith) 

Grant Maben (sitting) attained highest points for the series seen with last 

yaar's winner, Charlie Tissen. (Photo: Seymour Smith) 

After his hold onto first position, Horace took a very bad tumble 

demolishing the front end of his Yamaha. (Photo: SeVmour Smith) 


SUPER SYRINGA SERIES 

OVERALL RESULTS: 

MINICROSS: 

1. G. Beuthin - Ponte City Suzuki 86 

2. G. McCleery -DG Yamaha 81 

3. G. Butcher - Suzuki . . . . . . . . . .. 72 

4. C. Bezuidenhout - Super Bike Yam .. 68 

5. J. Davies - Honda 35 

lOOJUNIORS 

1. R. Larney - Suzuki. 91 

2. J. de Jager - BP Yamaha 80 

3. G. Nel- Jwis Chain Suzuki 74 

4. R. Campbell - Suzuki 64 

5. M. du Toit - Yamaha 36 

200 HIGH SCHOOL 

1. D. Werner -BP Racing Motors Yam .. 85 

2. D. du Plessis - Awe Honda 77 

3. K. v.d. Merwe - Castrol Honda 76 

4. G. Wilson - Castrol Honda 62 

5. S. Rowe - Honda .41 

125MX 

1. G. Maben - Castrol Honda 105 

2. G. Bergstrom - BP Yamaha . . . . . . 79 

3. G. Gray - Team Honda 65 

4. R. Gardener - Team Honda 52 

5. R. Beattie-BP Yamaha 35 

250MX 

1. T. Stevenson - Texan Castrol Kaw... 66 

2. H. Henderson - Hang Ten Bultaco .. 61 

3. C. Tissen - Draper Plant Hire Yam. 60 

4. R. Bergstrom - BP Yamaha 59 

5. P. Hill- Castrol Kolbenschmidt 

Husqvarna 54 

500MX 

1. C. Brand - Castrol Kolbenschmidt 

Husqvarna 93 

2. B. Shandler - Hang Ten Bultaco 59 

3. H. Bergstrom - BP Yamaha 58 

4. T. Venter - Franx Suzuki 48 

5. R. Wicks - Tour & Trail KTM 45 

STREET SCRAMBLER 

1. A. Hodgson - Can Am 80 

2. J. Smith - Hang Ten Bultaco 72 

3. C. Buck - BP Yamaha 61 

4. K. Henderson - Hang Ten Bultaco .. 58 

5. A. Hill- Howard's Yamaha 54 

ENDURO 

1. B. Shandler - Hang Ten Bultaco 90 

2. C. Davies - Honda 83 

3. K. Rivers - CB Cycles Maico 81 

4. M. Muller - Bikearama Honda 62 

5. A. Smith - Honda 37 

Latest price releases! 

HONDA 

Street Scramblers: 

XL 125K3 RI 048 

XL 175 RI 099 

XL 175K3 RI 250 

XL 250K4 RI 551 

XL 250 K3 RI 449 

MT 250 RI 258 

XL 350 K3 RI 786 

Trials: 

TL 125 RI 040 

TL 250 RI 395 

MX 

XR 75 R 725 

CR 125 M3 RI 358 

CR 25·0 RI 720 

YAMAHA 

Street Scramblers: 

DT125C R 980 

DT175C ., RI 095 

DT250D RI 595 

DT400D RI 705 

XT500 RI 890 

IT400 R2 152 

TT500 RI 895 

Trials: 

TYl75C 

R1125 

TY250C R 1 830 

MX: 

YZ80 R 665 

YZl25X RI 325 

YZ250 RI 665 

YZ400 RI 895 

SUZUKI 

Sereet Scramblers: 

TS50A R 666 

TCI25B R 967 

TSI2SB R 999 

TSI85B 

RII58 

TS250B RI 519 

Trials: 

RL 250M RI 259 

MX: 

RM80B , R 715 

RM 100B . . . . . . . . . . . . . R 949 

RM 125B RI 299 

RM 250B RI 687 

RM 370A RI 589 

RM 370B RI 719 

HUSQVARNA 

175 '.' RI 238 

250 CR RI 462 

250 WR RI 462 

360 CR RI 572 

360 WR RI 900 

360 Auto R2275 

KAWASAKI 

Trail: 

KClOO R 775 

KE125 R 975 

KEl75 RI 095 

MX: 

KXl25 RI 295 

KX250 RI 650 

KX400 RI 775 

KTM 

125 GS RI 598 

175 GS RI 983 

250 GS R2 360 

250 MX RI 950 

400 GS R2 465 

400 MX R2419 

MONTESA 

Cota 125 R 795 

Cota 247T RI 248 

Capra 250 .....•.......... RI 250 

Capra 360 RI 765 

Enduro 250 RI 450 

REG PARK 

FAMILY HEALTH STUDIO 

MIKE HITCHCOCK (Manager) 

CRAIG SMITH (Instructor) 

SEYMOUR SMITH (Proprietor) 

THE MOTOCROSSER'S 

GYM 

Overall champion: 

Honda 

Grant Maben - Castrol 

105 points 

PHONE: 784·2214 

The Kawasaki Trophy was awarded to 

Shahn Rowe for the most promising 

Junior. 

SANDOWN CENTRE, MAUD STREET, SANDTON 


Current S.A. Championship Leaders, 1.977 

J.ZSHX Z50 HK 500 HK 

125 MX (5 Rounds): 

1. G. Maben (Honda) ••...•.• 117 

2. G. Bergstrom (Yamaha) •.... 114 

3. I. McMillan (Suzuki! •.•.••.• 67 

4. G. Gray (Honda) .••••••.•• 53 

5. B. McGarry (Suzuki! ..••.••. 38 

6. M. Jones (Kawasaki! •••...•. 31 

7. C. v.d. Merwe (Yamaha) 29 

8. M. de Aguir (Suzuki! . . • . . .•. 24 

R. Gardener (Honda) ..•...•• 24 

10.T. Maben (Honda) •.....•.• 23 

11.N. Milasevich (Suzuki) ••••.•• 20 

12. T. Treftz (Yamaha) .••..•... 16 

13. G. Whyte (Suzukil •.••..•.• 15 

E. Martin (Yamahal. .•..•.•. 15 

15. R. Sturgeon (Suzuki! •...•... 14 

16. T. Moyes (Suzukil •..•••••• 12 

'17. R. Beattie (Yamaha) ••..•.•• 10 

M. Briers (Yamaha) ••.•.•... 10 

19. B. Falconer (Honda) •....•..• 7 

20. A. Burton (Honda) . • . . • . • • •. 6 

D. Couzens (Yamaha) •••..•.• 3 


1. R. Bergstrom (Yamaha) .••.. 111 

2. R. Wicks (KTMI. •.••.••.•• 82 

3. T. Stevenson (Kawasakil •••••. 69 

4. H. Henderson (Bultaco) .••.•• 67 

5. P. Hill (Husqvarna) ..•..••.• 60 

6. N. Stewart (Suzuki) .•..•..• 49 

7. K. Flood (Husqvarna) ••.•••. 43 

8. M. Davies (Kawasaki) ..•..... 39 

9. M.O'Connor (Suzuki! . . • •.•• 21 

10.P. Smith (Bultaco) .••.••.•• 19 

G. Gwillam (KTM) .•••..••• 19 

12. R. Steele (Yamaha) .•••••••• 11 

R. Patterson (Suzukil .•.•.••• 11 

14. D. de Hutton (Bultaco) ..••••• 10 

R. Beattie (Yamaha) .••.•.•• 10 

16. C. Muir (Suzuki) ••....•.••• 7 

M. Hermanson (Suzukil .•.•••. 7 

18. G. Farrow (Maico) .•.••.•..• 5 

19. P. Le Roux (Suzuki) ...•••.•. 4 

C. Oakley (Suzuki) ...•••.... 4 

R. Gledhill (Honda) ..•.•••..• 4 


1. I. McMillan (Suzuki) .•..... 107 

2. M. Hopkins (Suzukil .••..•• 102 

3. C. Brand (Husqvarna). . .•.••. 90 

4. R. Wicks (KTM) •.••..••.•. 72 

5. H. Bergstrom (Yamaha) ... _ •. 54 

6. B. Shandler (Bultacol. ..••..• 45 

7. R. Panter (Maico) •..•.•••.• 30 

C. Tissen (Yamaha) ••...•••. 30 

9. T. Kallio (Suzuki) ••..•••.•. 29 

10. F. Finder (Maico) ...••••••• 14 

11.1. Keppler (Suzuki) ••..••••. 10 

K. Skjoldhamer (Kawasaki) .••. 10 

13. A. Claasens (Suzuki) •..••...• 8 

R. Browning (Yamaha) ...•.... 8 

15. D. Wilson (Yamaha) •...•••.. 6 

M. Gerber (Suzukil ..•...•.•. 6 

17. A. McBailley (Suzuki) .••..... 4 

A. Gasson (Yamaha) .•.•..•.. 4 

19. D. Moss (Suzuki) ••..••..... 3 

D. Younghusband (Suzuki) .•..•. 3 

1.00juniors 

100 JUNIOR (5 Rounds): 

1. R. Larney/Suzuki ...•.•... 111 

2. R. Campbell/Yamaha .••..••. 96 

J. de Jager/Yamaha •..•.•.•• 96 

4. G. Schroeder/Suzuki 40 

5. G. Nel/Suzuki .......•...• 33 

6. R. Pheiffer/Suzuki 29 

7. R. Struckmeyer/Yamaha ..•... 27 

8. G. Johnstone/Suzuki ....•... 26 

9. I. Whitehead/Yamaha ....•... 19 

10. G. Wicks/Suzuki ••..•...•.. 16 

G. Humphries/Suzuki •.•.•... 16 

zsoSjs 

250 STREET (5 Rounds): 

1. J. Smith/Bultaco 129 

2. D. Sawyer/Bultaco .....•.• 110 

3. G. King/Bultaco ..•..•••..• 61 

4. D. Kofodetz/Bultaco 57 

5. A. Hodgson/CanAm . • . . . . .. 54 

6. B. Rabinowitz/Bultaco. • • . . . . 30 

7. A. Thomas/Bultaco ...•..... 22 

8. S. Dinkelaker/Honda ..•.•.•. 21 

9. K. Skjoldhamer/Honda •...•.. 13 

10. C. Muir/Honda ...•...•••. 10 

A. Fulton/Suzuki .•.•.....• 10 

ZOOH/sehool 

200 HIGH SCHOOL (5 Rounds): 

1. D. du Plessis/Honda .•...•... 96 

2. R. Campbell/Suzuki ....•... 95 

3. W. Jones/Honda ....•...... 74 

4. G. Wilson/Honda ...•.•.•.. 66 

5. D. Werner/Yamaha .....•••. 55 

6. L. de Jager/Yamaha •........ 54 

7. S. Grobbler/Suzuki .•....•.. 49 

8. G. C-Tonnenson/Suzuki ...••• 30 

9. T. Riddell/Yamaha ..•..•... 27 

10. W. Attwell/Suzuki .•....•.. 26 

500 Sis 

500 STREET (5 Rounds): 

1. K. Henderson/Bultaco •.•.... 99 

2. B. Price/Yamaha •......••. 96 

3. C. Buck/Yamaha •........• 83 

4. M. Dell/Bultaco •••••..•... 78 

5. B. Shandler/Bultaco ....•••. 30 

6. P. Huxham/Bultaco ....•.•.. 20 

A. Snelling/Yamaha ...•....• 20 

8. J. Mundy/Yamaha 16 

9. A. Smith/Honda ...•..•.... 14 

E. Wallenda/Bultaco 14 

Current World Leaders, 1.977 

J.ZSHX Z50HX SOOHK 

125 MX (after 10 rounds): 

1. G. Rahier/Suzuki • • . . • 250 

2. G. Rond/Yamaha ..•..•..• 183 

3. A. Massant/Yamaha .••.•..• 111 

4. J. Churavay/CZ ••.•.•.•.• 103 

5. G. Liljegren/KTM •.•••••••. 82 

6. J. Kudiakow/CZ •.•.•..•••. 69 

7. M. Autio/Suzuki ••.••••..• 67 

8. G. de Roover/Beta .••..•..• 64 

9. A. Watanabe/Suzuki • . . • • . . • 54 

P. Piron/Beta . . • . • . . . • . • • 54 

250 MX (after 9 rounds); 

1. G. Moiseev/KTM ....•.•.. 162 

2. W. Kavinov/KTM . • . • . . . • . 145 

3. H. Everts/Bultaco. . . . • 100 

4. V. Malherbe/KTM .•••.•.•.. 96 

5. A. Baborovsky/CZ .•.....•• 85 

6. H. Maisch/Maico •......... 65 

7. J. Falta/CZ .•.........••. 61 

8. R. Boven/Montesa . . . . . . • . . 60 

9. J.P. Mingels/Montesa ...••..• 58 

T. Hansen/Kawasaki .. ~ ..•.. 58 

500 MX (after 9 rounds): 

1. H. Mikkola/Yamaha . . 220 

2. G. Wolsink/Suzuki •....... 170 

3. R. de Coster/Suzuki ..•.... 156 

4. B. Lackey/Honda 130 

5. H. Schmitz/Maico ••......•. 67 

6. J. v. Velthoven/KTM .•...•.. 46 

7. G. Noyce/Maico. . . . . • • . • • . 42 

8. H. Anderson/Montesa ....•.. 41 

9. J. Banks/CCM .....•..••.. 36 

10. B. Aberg/Yamaha ••.••.•••. 33 

Moto X S.A. Vol.1 No.3 Page20

Engulfed in a cloud of dust, the aftermath of the females' stert due to a powder puff exploding. (Photo: Seymour Smith) 

Crash speeial 

In the next few pages we will 

demonstrate how to, and how not 

to fall. Our photographers have 

captured several riders in various 

positions of collapse. The many 

interesting variations, we are sure 

will stimulate our bloodthirsty 

readers, as well as our sympathetic, 

tear-shedding followers. In whichever 

category you fall, relax, 

because none of the crashes here 

were fatal. But remember, if you're 

a rider, when you least expect it, 

you may be next. Good luck! 

menresa cappra-125 

NEW MODELS 

VB 

~ 

CHAIN & SPROCKET 

199 Main St, Johannesburg 

TEL.: 23-6894 

Tony de Gersigny (Sales) Sarel Jooste (Workshop) 

Moto X S.A. Vol. 1 No.3 Page 21

"No, it's not for anything special ... I just lika to flash it around." (Photo: George Whyte) 

"Waaal Waeal Put yourself in my position end you'" $8e why I can't efford to keep on felling" (Photo: Is Mitton) 


" ... all the king's horses, and all the king's men •.. " (Photo: Seymour Smith.) 

"Now I'm beginning to remember, I'm lure that aspirin I took was a sleeping tablet." (Photo: Gary Whyte.) 


Natal ehamps· Ro~ Besketh eireuit 

Dave Couzen's feeling a little uneasy. 

(Photo: Gary Whyte) 

Roger Steele aboard his newly acquired YZ moves ahead of Alan Glazer and Billy Gaugain. 

(Photo: W. van Rensburg) 

Peter Leighton moves around the outside of the pack (Photo: W. van Ransburg.) 

Anton de Chalain on Petterson's 

Suzuki. (Photo: Gary Whyte.) 

ex 125 Shell 

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Close dicing between Bergstrom and Gwillam P.O. BOX 69141 - BRYANSTON 2021 

in the 250 heat. (Photo: W. van Rensburg.) Tel: 48-1937 48-5131 


KwJn Flood regllning hi. confidence Ifter I spill which put him out of Ictlon for 6 week•. (Photo: I. Mitton' 

Geoff GrlY I top challenger in the S.A. 125 Title hi. been plagued with engine trouble throughout the series in which he has competed. (Photo: 

I.Mitton' 

Moto X S.A. Vol.1 No.3 Pille 26

6th Round S~A. 

ehamps. Berlin, 

East London 

Stylish Robbie Wicks back after recovering from a badly broken 

collarbone. (Photo: Is Mitton.) 

A consistent Gavin Whyte who came fourth In the first 126 Moto. 

(Photo: R. Domeris.) 

Champion Grant Maben NO.1 made sure of two very fine wins, to put him further ahead on points towards the S.A. 125 title. 

(Photo: Is Mitton). 

Moto X S.A. Vol.1 NO.3 Page 27

Motor Oils ... 

what,howU 

wh~1 

..:~ the ,..,.. 

printed t-shirt specialists 

phoneRDGERorMIKE at 

6B3·4256/7/B 

• '2.01 

Rod Bergstrom powering through to second place in the first moto at the Berlin Raceway. 

(Photo: Is Mitton). 

Last month we dealt with certain basics 

on the subject of motor oils. This month 

I would like to go a bit further and explain 

some of the differences between 

petrol and diesel engine oils, what would 

be needed to lubricate a high-performance 

engine and what the requirements are for 

two-stroke engines. 

As you may have gathered from last 

month's article, it is possible to design an 

oil to have certain properties by formulating 

it with certain additives. In this way, 

depending on the raw materials chosen, it 

would be designed for use in a petrol 

engine or a diesel engine, a gearbox or 

differential, a compressor or a gas turbine 

and so on. What we are mostly interested 

in is engines and particularly petrol and 

diesel engines. 

Every few thousand kilometres the oil 

has to be drained from the engine and replaced 

with new oil. The oil as such has 

not deteriorated, it has merely become 

contaminated with products from the 

combustion process. It is not possible to 

completely seal the crankcase so that this 

contamination is reduced to zero, unfortunately. 

The oil is therefore formulated 

to combat this contamination which it 

can do most effectively up until such 

time as it will eventually become overloaded 

- before this happens it is drained 

and the additives in the oil (particularly 

the detergent-dispersants) ensure that the 

dirt and other contaminants a removed 

from the internal surfaces and then kept 

in suspension in the oil so that they are 

removed along with the oil when it is 

drained. 

The mechanisms of the contamination 

in a petrol engine and a diesel engine are 

quite different (see diagrams), due to the 

different operating conditions in each. 

Previously, oils were designed specifically 

for petrol - or diesel engine service but 

today's advanced technology makes it 

possible to make oils suitable for service 

in both types. As you can see most of the 

various contaminants enter the crankcase 

as blow-by past the pistons. An engine in 

good mechanical condition will reduce 

this effect to a minimum but there will 

always be some blow-by. Air circulates 

through the crankcase and the heat from 

the cylinders also has an effect. Worn 


ings and bearings allow more blow-by 

and heat build-up which can accelerate 

the contamination of the oil in the crankcase. 

For ordinary everday motoring an oil 

bearing the API Service Designation "SE" 

(see last month's table of API Service 

Designations), especially if your car has 

been manufactured since 1972 and has 

certain anti-pollution equipment (such as 

positive-crankcase ventilation valves) 

fitted - most cars do at least route the 

crankcase fumes back into the inlet tract. 

Most "SE" oils on the S.A. Market are 

also suitable for use in diesel engines and 

thus also marked "CC". This means that a 

diesel car, truck or "bakkie" diesel will be 

adequately protected by such a product. 

"CD" oils are intended for very heavy 

duty service, such as in earthmoving 

equipment, and are less commonly found 

as a result. 

A two-stroke engine, such as is fitted 

to many motorcycles, has an entirely 

different lubrication system. Either 

mixed with the petrol, or more commonly 

nowadays, pumped to the bearings and 

cylinders via a throttle-controlled pump, 

the oil is consumed and lost in operation. 

The oil is in the engine itself for a short 

time only and needs to be dispersant in 

character so that any dirt entering with 

the inlet air is dispersed and ejected into 

the exhaust together with the exhaust 

gases. It is also a good idea to give the oil 

an anti-rusting property - many motor 

cycles are in use only at week-ends and 

protection against corrosion during the 

week is a necessity. Another important 

factor is the deposits formed in the exhaust 

by the oil - once the port is plugged 

up with deposits then an overhaul is 

needed - and consequently two-stroke oils 

are designed so as to be ashless. That is, 

they burn away to nothing and do not 

plug up the ports and the exhaust. 

Over the years, and particularly over 

the last ten years the performance of twostroke 

engines has improved enormously. 

Two-strokes are universal in outboard 

engines d have a phenomenal powerweight 

ratio. Two-stroke motorcycles also 

have high-performance engines and only 

some misguided legislation relating to 

pollution in the U.S. is' likely to curb 

development of this type of engine. As 

the horse-power has increased, so has the 

amount of oil per litre of petrol consumed 

decreased to the point now where the 

fuel-to-oil ratio is now commonly 50 to 1 

or leaner. These mixtures have allowed 

higher and higher performances and have 

been made possible by developments in 

the oils. 

A word of caution with regard to twostroke 

engine lubrication is in order. The 

higher performance engines are very 

critical and the manufacturers' recom-: 

mendations must be followed closely. 

Any experimentation with oil : fuel ratios 

other than those laid down or oils other 

than those recommended can have 

disastrous results. However, if the recommendations 

are followed these engines 

will run almost indefinitely without any 

major overhaul. 

Having dealt with petrol and diesel 

engine operation and then two-strokes, I 

think you can see how different are the 

demands that each makes upon their 

lubricant. Also, commercially available 

oils must be formulated so as to take 

account not only of different engine types 

(diesel, petrol) but also different climates 

(compare the north of Sweden with 

Southern Italy, for example), different 

traffic conditions (rush-hour Johannesburg 

and flat out in the Karroo), different 

driving habits (Auntie and a 20-year old!) 

and so on. 

COMBUSTION CHAMBER 

FUEL 

(LIQUID AND 

VAPOUR) 

FUEL 

(LIQUID) 

The latest technology is such that 

modern motor oils are quite suitable for 

use in extremes of service from taxis to 

Cosworth DFV Formula l's and everything 

in between. Everyone, and especially 

motoring enthusiasts has a favourite oil 

that he uses in his vehicle but it must be 

said that long-ter.n fleet tests in various 

parts of the world have shown multigrades 

to be superior to monogrades in terms of 

engine wear and fuel economy. The extra 

initial cost of a multigrade is more than 

recovered in operation although many 

people still prefer monogrades. 

Next month's article will deal with 

fuel characteristics particularly as regard s 

petrol. 

ROBIN SMITH 

WEAR AND DEPOSITS - PETROL ENGINES 

LEAD 

(TETRA-ETHYL AND 

TETRA-METHYL 

LEAD ANTI-KNOCK 

COMPOUND) 

I ... 

I~ 

WEAR 

RUST 

DEPOSITS 

AIR 

(OXYGEN AND 

NITROGEN) 

AIR 

(OXYGEN AND 

NITROGEN) 

CRANKCASE 

..." 

PARTIALLY BURNT FUEL LEAD OXIDE AIR 

FUEL + ACIDS + NITROGEN OXIDES 

WATER 

CARBON DEPOSITS 

VARNISH 

SLUDGE 

COMBUSTION CHAMBER 

WEAR AND DEPOSITS - DIESEL ENGINES 

OIL + HEAT ~ 

OXYGEN 

NITROGEN 

SLUDGE 

VARNISH 

WEAR 

SULPHUR 

(FROM DIESEL 

FUEL) 

Moto X S.A. VoI.1 No.3 Page 29

Branch of The Sports Car Club of South Africa 

IIUl DRIVI 

OF SOUTH 

ClUI 

AFRICA 

THE OFFICIAL NEWSLETTER OF THE FOUR WHEEL DRIVE CLUB OF 

SOUTH AFRICA. 

ADDRESS: 7th Floor, Standard Bank Gallerys, C/r. Eloff and Market Streets, 

Johannesburg. P.O. Box 3085, Johannesburg, 2000. 

TELEPHONE: (011 - JHB.) 22-2463 

TEL. ADD.: 

'MOTOR SPORT 

Chairman: 

Vice Chairman: 

Secretary: 

Treasurer: 

Editor: 

Organising Secretary: 

Technical Information Officer: 

Radio Officer: 

Committee Members: 

COMMITTEE 

Austin Friend 

672-3736 (H) 

Brian Poynter 

24-2734 (B) 

Mrs. Gail Bomfield 672-6820 

. . . . . . . . . . . . . . . . . . . . . . . . or 672-0567 

Ann Bumpus 

23-6135 (B) 

Peter Achterberg 

836-3601 Ext. 174 (B) 

Ian McDonald 

948-9823 (H) 

Brian Eldridge 

725-1340 (B) 

Joe Davy 

826-1036 (H) 

Herbert Foschetti 972-1307 

Robin Hood 

675-4480 (B) 

Steve Rademaker 

53-6195 (H) 

........................... 22-2225 (B) 

John Salters 

763-3563 (H) 

.......................... 802-4000 (B) 

All the above are Johannesburg Telephone numbers 

Views expressed in this newsletter do not necessarily represent those of the Four 

Wheel Drive Branch or of the Council of the Club, or of the Club asa whole. 

Here we are again! You guys have never 

had it so good, with four newsletters so 

far this year, the last three all within one 

month of each other. As I set down to 

write this editorial in Johannesburg, 

Moto X S.A. NO.2 is being posted to you 

from Hillcrest in Natal. Today is the 18th 

of August and with our deadline for each 

edition being on the 20th of the month 

will you please remember to let me have 

notices or articles (I'd be so lucky) as 

early as possible. 


EDITIJRllll. 

You will also notice that MotoX S.A. 

is now registered as a newspaper and is 

being distributed throughout South Africa 

and South-West Africa by the C.N.A. To 

us this means tremendous coverage of our 

club and its activities and it could possibly 

lead to sub-branches of the 4 x 4 Club 

being formed in other major centres. At 

this stage I would like to encourage 

fellows in other areas, such as Houtkop, 

Pofadder and Bloemfontein to join our 

club. 

By the same token, any members who 

know of any good places for social outings 

on a 1/2/long weekend/holiday basis, 

could they please let us know. By getting 

this type of information it will enable us 

to possibly set up a social outing pro· 

gramme for the next year (September '77 

to August '78) and will allow people to 

plan ahead for these outings instead of 

being given 2 weeks, or so, notice. 

J would appreciate it if all correspond. 

ence in connection with the magazine 

could be addressed to: The Editor, 4 x 4 

Club of S.A., P.O. Box 659, Florida 1710. 

P.R. Achterberg 

Editor 

Wh~winehes 

part two. 

This is the second part of our 3 part series 

on winches. This month we look at 

Limitations, Tow Line preparation and 

Precaution in the use of a winch. 

Next month we conclude this series on 

winches by looking at special problems 

involved when using a winch.

A legend without myths 

The Jeep legend was built on facts, not myths. 

And you should buy Jeep for the same reasons. 

Below are listed just some of the facts that will 

make Jeep your first 4-wheel drive choice. 

Fact One. Jeep wrote the book on 

4-wheel drive. Jeep has nearly forty years of 

4-wheel experience under its belt. Experience 

gained over millions of kilometres around the 

globe. This experience is built into every Jeep we 

sell. 

Fact Two. Jeep offers a 12 month /20 000 

km guarantee. 12 months or 20000 

kilometres. Whichever comes first. That's the 

Jeep guarantee. Jeep also has \lW service and 

parts back-up throughout the Republic, South 

West Africa, Botswana and Lesotho. This means 

solid, reliable after-sales service. 

Fact Three. Jeep offers automatic 

transmission and Quadra-Trac. A unique 

Jeep first. Automatic transmission and 

Quadra-Trae are standard equipment on Jeep 

Cl-7. Quadra-Trae automatically shifts power to 

the wheels with the best grip. To get you out of 

trouble every time. Jeep Cl 7 also has full-time 

automatic four-wheel drive. 

Fact Four. Jeep Is the most powerful 

4-wheel drive vehicle In Its class. Jeep offers 

a 3,8 litre engine for Cl-5 and Cl-6, and a 4,2 

litre engine on Cl-7. Which delivers a power to 

mass ratio of 18,05 kg/kW. That's power! 

All Jeep models feature complete raspray with 

"Black", complete coating with Teetol. Body' 

complete phosphating, primer electro-plating 

and undersealing with Teetol. Two speed wipers. 

Double circuit braking system with skid preventer. 

This is only part of the Jeep story. 

If you'd like more detailed 

information on Jeep, write your 

name and address in the space 

provided, tear out this advertisement 

and post it to: 

Volkswagen of South Africa, 

P.O. Box 80, UITENHAGE 6230. 

NAME. 

ADDRESS .. 

.......................... POSTAL CODe . 

Short wheelbase. 3,8 litre, six 

cylinder engine. Power to mass 

ratio of 17,71 kg/kW 

Long wheelbase. 3,8 litre, six 

cylinder engine. Power to mass 

ratio of 18,51 kg/kW 3-speed 

box. Rear passenger seating: 

two longitudinal seats. 

Features Quadra- Trae:Automatic 

power bias. Plus full time 

automatic Ironsmission. 4,2litre 

six cylinder engine. Power to 

mass rotio of 18,05 kg/kW 

IT'S GOT GUTS! 

Sold and serviced by selected Volkswagen dealers 

throughout South Africa, South \.\kst Africa, 

Botswana and Lesotho. 

Jeep offers you a unique 20 000 km/12 month guarantee.

-. 

LIMIT ATIONS: 

Though simple theory is involved, winches 

do have a few built-in limitations. The 

amount of cable wound around the capstan 

(or the drum) will effectively limit 

the distance one can be used, for example. 

If a pickup mires down on a mud flat 200 

yards off shore, I know of no winch with 

that much cable capacity. The cable must 

have an anchor point - a rock, tree, other 

vehicles, fence post, telephone pole or 

anchor-rods driven into firm soil. Only 

special aircraft type galvanised cable 

should be used. (Ordinary wire standard 

cable is not recommended). After installing 

the winch, the next step is to make 

sure the vehicle carries some means of 

providing an anchor point where natural 

trees rocks or posts may not be available. 

Here are some possibilities: 

• Carry a pair of old auto axles that have 

been ground to a point on one end. Also, 

a sledgehammer to impact them. One or 

more such rods can be driven into the soil. 

• If the driver can locate an old log or 

heavy post nearby, he can attach the tow 

cable to it and then bury the log. The 

weight and friction of earth overburden 

should hold the log in place while the 

stuck vehicle is being winched out (use 

where above-ground anchor points are 

lacking). 

• If another vehicle shows up, the cable 

can be attached to some solid part of its 

frame. In this event, the anchoring vehicle 

must also itself be anchored, in addition. 

Remember: The winch will move whicheever 

vehicle creates the least resistance. A 

vehicle with brakes locked can easily be 

dragged right into the mud or sand while 

"acting" as an anchor point for the stuck 

vehicle's winch. For example, imagine a 

vehicle stuck in offshore mud with a 

winch but no anchor point. Another 

vehicle shows up and the cable is played 

out to reach it. But when the winch is 

operated the stuck vehicle may be so 

deeply mired that it simply tugs the 

would-be rescuer into the bog. To avoid 

such traumas, sometimes it takes 3 or 4 

other vehicles all chained together to 

create enough friction to make a decent 

anchor point. 

• I have even heard of a shovel being 

used in emergency. The spade is jammed 

as deeply into the muck as possible. One 

passenger stands behind it and tugs back 

on the top of it. The winch cable is attached 

to the base of the shovel near the 

ground. When conditions are right, this 

setup will serve as an anchor point long 

enough to pull a lightly stuck vehicle free 

of sand. In mud and snow, it is a useless 

tactic. 

A "chain" of rigs is sometimes needed to aid in 

winching. Be sure all are secured to each other, 

and the last one has a solid anchor point. 

Power winches are amazingly versatile. 

Few beginners are aware that a winch can 

be operated in such a way that the total 

leverage applied is doubled or tripled. 

Through a clever system of pulleys, called 

sheave blocks by the experts, mechanical 

advantage is vastly increased. Ordinarily, 

such manipulations are not required because 

a good winch has plenty of reserve 

capacity. But occasionally, a back-roads 

driver will encounter an exceptionally 

heavy vehicle, or one that is bogged so 

deeply and firmly that tremendous leverage 

is required to free it. 

Mechanical advantage can be multiplied 

by attaching a sheave block (sometimes 

called a "snatch-block") to the 

object to be moved, i.e., to another stuck 

vehicle, a fallen log in roadway and so on. 

Then the winch cable is played out 

through the sheave block and back to the 

primary vehicle. By using this large pulley 

the leverage is increased, and a heavier 

weight can be moved more easily. 

Another way is by attaching sheave 

blocks to both the anchor point and the 

primary vehicle and feeding the cable 

from the winch, through the first pulley, 

back to the pulley on the vehicle, and 

finally back to the object to be moved 

and a final anchoring. Some outdoorsmen 

devise ways to create extra leverage with 

sheave blocks attached to several anchor 

points. 

Still another method can be achieved 

by attaching one sheave block to a tree or 

rock then feeding the winch cable through 

it and anchoring it to a second tree or 

rock. In this method a double anchor 

point provides tremendous extra leverage 

in a simple technique. 

Rescue is serious business whether a 

person sets out to winch-out another or 

to retrieve his own vehicle. A mistake in 

judgment can prove to be expensive - 

even tragic. The worst thing a beginner 

can do is to mount his winch and then 

rush out to rescue the world. I am no 

legal expert but I have heard the rumbles. 

An amateur offering a towline to a person 

in distress assumes a certain responsibility. 

Proceed cautiously, deliberately. The first 

rule of winching is that the rescuer calls 

the shots. However, if both vehicles are 

winch-equipped, the one on solid ground 

(the rescuer) is the captain of the 

moment. 

TOWLINE PREP ARA TIONS: 

It was not really funny, but I have watched 

newcomers attempt a rescue something 

like this. The proud new winch owner 

parks, peels off his cable to the stuck 

vehicle, wraps it around the bumper and 

latches the cable hook back on itself. 

Then he runs panting back to his new toy 

and starts it tugging. Should the victim be 

solidly bogged to the axles the towline 

can chafe around the sharp-edged bumper 

and snap. Or the bumper itself might 

buckle (happens quite easily) or pull off 

completely. Instead of taking chances in 

doubling the trouble, firmly anchor your 

vehicle to a solid object, something like 

these: 

• Attach a stout proof-tested chain to 

the stuck vehicle, around the frame where 

a cross-member intersects so that you 

provide a good pulling point. Chain 

length can be anything from four feet to 

six feet. Both ends of the chain should 

have tow-type hooks to loop back on 

itself. Run the chain from one side of the 

frame to the other to form a flexible 

yoke. 

• If you are extra fussy, do as some old 

pros do. Place a section of heavy nylon 

tow rope between the chain and the tow 

cable. It will absorb sudden changes in 

strain to prevent burn-out of the electric 

winch motor or damage to the towline. 

• Attach the winch cable hook to the 

nylon shock snubber - not to the vehicle 

itself. This practice will eliminate most of 

the chafing, kinking and bending which 

eventually destroys an expensive cable. 

(Heavy nylon tow ropes are available 

from camping and motor spares shops). 

Remember that under the extreme ten- 

Moto X S.A. Vol.1 NO.3 Page32

sion of winching out a stuck vehicle there 

is the ever-present possibility of cable 

breakage. Steel cables may coil and whiplash 

when they break. Throw a blanket, 

sleeping bag or even a heavy coat over 

the section of the cable near the hook. 

The blanket effects a damping-action on 

the cable. 

When winching backward and uphill, draw your 

cable under the vehicle. Take it slow and easy. 

Try not to spin wheels or overheat the engine. 

PRECAUTIONS: 

Though aircraft-type steel cables have 

terrific tensile strength they can be broken 

by abuses. Mistakes include the friction 

of sharp bends around trees, rocks, over 

cliff edges and so on. Keep those cables 

tugging freely, or through sheave blocks 

with a large diameter pulley radius. Failure 

to wrap the cable carefully will result 

in kinks that eventually cause trouble. 

Too much cable on one side or other results 

in loose coil slipping sideways, that 

in turn may cause uneven retrieval speeds 

during the critical pulling operation, the 

pros do it this way. First, make your 

rescue or self-retrieval without worrying 

about how the cable is spooling. Afterward, 

on safe ground again, pull all the 

cable off the capstan-drum and slowly line 

it up while someone operates the winch 

motor. Line it up coil by coil evenly and 

flatly. Do not stretch it onto the drum or 

other problema. will develop under stress. 

Just feed it back firmly and solidly. 

Another cable-busting mistake is to 

decide to "help" your winch by operating 

the vehicle during the critical stage of 

rescue or retrieval. What can happen here 

will surprise a beginner. Let us say that 

the retrieval is going smoothly. He starts 

his engine and tries to back up while 

winching the other guy out. Sudden 

wheelspin or changes in tyre traction will 

create tremendous instantaneous strains 

that may prove too much for the cable. 

Snap! If this occurred while a vehicle was 

being hauled up a steep incline, the results 

could be disastrous. 


Post Transkalahari thoughts on two and a 

quarter Land Rover tuning. ** ~?! j**!! 

The vehicle ran very weU, finishing 

27th. The extra power from increased 

compression and a 36DCD Weber carburetter 

was evident, but not evident enough 

in soft sand. 

A tachometer was fitted, and the 

following maximum revs were observed: 

Ist gear: 6000. (No guarantee on how 

long it will last !!) 

2nd gear: 5 700. (Ditto, only not as 

bad, maybe 5 minutes longer). 

3rd gear: 4800. (Could do better, but 

better acceleration on changing to 4th). 

Still accelerating slowly, ran out of road. 

4th gear: 4600. (Pulled well in soft 

sand from 3 500 + in 4th). 

All the above refer to level running. By 

observing the tacho during soft sand use, 

it became obvious that the existing power 

band is inadequate for this purpose. 

kW (bhp) / 

I 

I 

I 

I 

I 

I 

I 

/ // 

,I' 

, I/I , 

/ 

I 

, 

- - "" - - ........ 

,,"-"'- ... 

Editors Note: The Chevrolet 2500 4 cylinder 

motor referred to in this letter has 

been used in a light military vehicle in 

South Africa which indicates that it 

certainly is robust. 

"TUNING"?? 

a4 cyl. Land Rover 

The object of this article is not a "howto-do-it" 

exposé, but rather to put forward 

some thoughts on low budget tuning 

of a basically underpowered vehicle. 

My Land Rover is mainly used for 

holiday use, with occasional off road 

racing excursions. After the 1976 Transkalahari, 

in which we completed the 

course, although 30 minutes out on time 

due to a broken gear lever, it became 

painfully apparent that the vehicle would 

never make a really satisfactory "racer". 

However, money being hard to come by, 

and having the beast available, I decided 

to work on the engine to make it slightly 

more suitable. 

My first step was to overhaul the engine 

- bearings, rings, valve grind. During this 

exercise I worked on the cylinder head, 

cleaning off all casting flash, relieving 

undercuts, and enlarging and smoothing 

the ports. Believe me, there is plenty of 

room for this type of work on the average 

production cylinder head. J also had lmm 

machined off the head face, partly to increase 

the geometric compression to 8,6 

to 1, partly to ensure a good joint face. 

Using the existing 3Smm Zenith carburetter 

a small increase in performance was 

evident, mainly in the form of increased 

acceleration and/or improved economy. 

During preparation for the 1976 Roof I 

acquired a 34DIR dual choke Weber 

carburetter, and, using a suitable adapter, 

J fitted this. There was a noticeable improvement 

in economy, and, using both 

chokes, Le. flat footed, the acceleration 

was somewhat improved over that achieved 

with the Zenith. 

However my efforts in the Roof were 

foiled by a crack in the main fuel line 

and due to this we ran on a rather weak 

mixture most of the time, ending up with 

a can on the bonnet suphoning into the 

float chamber. 

I then decided to learn more about 

Weber carburetters, and so purchased the 

excellent books by John Passini. After 

considering various layouts, including 

dual 42 DCOE's, which J rejected for 

reasons of lack of space, I decided to 

utilise a 36 DCD dual progressive downdraught 

unit, which should in theory provide 

the best of both worlds. This addition, 

at first acquaintance, seems to be a 

great improvement. Although no long 

runs have been undertaken. I shall report 

in greater detail after the Transkalahari. 

My lines of thought may be of some 

interest to those considering tuning a 

Land Rover. 

The objectives are: 

More power, 

More economy, 

No loss of flexibility. 

In achieving this, the cost factor must 

also be boren in mind. To me it does not 

appear to tbe the ultimate answer to 

change to a larger engine. Mainly, in 

racing, this inevitably puts a Land Rover 

into competition with "heavy metal", 

where it is (With certain exceptions, E.R.) 

hopelessly outclassed. I would prefer, 

therefore, to keep a 4 cylinder motor. 

However, the largest 4 cylinder around is 

the Chev. 2500, which, I may of course 

be wrong, does not seem to me to be 

robust enough when used for "working" 

purposes in a heavily loaded vehicle. 

I therefore decided to keep the 4 cyl. 

2286cc motor which is admirably designed, 

as truck engines go, with deep pistons, 

strong bottom end, adequate lubrication, 

etc. This formula leads one inevitably to 

consider turbocharging, which is probably 

the best possible answer. The only reason 

I have not proceeded with turbocharging 

is lack of time - since there is no data 

available to my knowledge concerning 

turbo Land Rovers, it will be necessary to 

virtually bench test a turbo'd engine from 

scratch, a procedure J would greatly like 

to follow, but which at present conflicts 

with my work. The attraction of turbo is 

that power is available when required, but 

during "relaxed" periods, the extra power 

is not produced, but there is an added 

side benefit of excel1ent mixing of fuel/ 

air, to improve economy. The exhaust 

driven turbocharger is probably the key 

to future developments in internal combustion 

engine design. It will be interesting 

to see the progress of the Renault 

Formula 11,5 litre turbo car. 

A twin choke progressive carburetter is 

possibly the best compromise for achleving 

the three objectives stated earlier, in 

that it is inexpensive, combines a gentle 

first stage, with quite a brutal second 

stage, thus being its own economy device. 

Either the 36 DCD or 28/36 DCD should 

be suitable for the two and a quarter litre 

Rover engine - I will mention suitable 

jets, etc. later after tests are completed. 

The main problem with horizontal 

carburetters is that space is limited under 

the L-R bonnet, and if a reasonable 

remote mounting is used to minimize 

vibration frothing, there will be no room 

for a good air cleaner installation unless 

large chunks of metal are hacked out. I 

do not fancy carburetters in the wheel 

well!! The other problem is that low 

speed flexibility may wel1 suffer if a 

carburetter sufficiently large to give good 

power is used. 

From the economy point of view, an 

engine of 3 to 4 litres will certainly, lightly 

driven, do no worse than a two and a 

quarter litre engine, but may, heavy 

footed, give appaling figures, whereas a 

two and a quarter motor will reach "rock 

bottom" much earlier than a larger unit, 

and, if well tuned, may give quite adequate 

performance for most purposes. 

I hope that the above will give anyone 

who wants to tune a Rover some sort of 

starting point. I hope also that anyone 

who has any other ideas, tips or comments 

will publish them. 

by Charlie Treen 

FOR SALE OR SWOP 

Members are invited to advertise anything 

they want to sell, or swap, in this space. 

Please keep entries short and concise and 

let me have them early. 

Editor 

Electric Overdrives for Jeep Wagoneer, 

Gladiator and LWB land Rover. Contact: 

Gerhardt Pieterse, P.O. Box 6, Heidelberg, 

Tv1. 2400. Phone Balfour 01562/2471. 

For sale - Imported SWB Suzuki 4 wheel 

drive (high and low range). Immaculate 

condition, soft top, 540cc 2 stroke engine 

fitted with Donaldson air filter. Workshop 

manual. Consumption 5,8 litres/100km. 

Plus - Trailer to suit, independent suspension, 

same wheel base plus roof carrier. 

R2 850,00 o.n.c.o. the lot. Contact Ian 

McDonald, 23-1927/8 (work) or 21 Onyx 

Street, Kensington, Johannesburg. 


a. 

p 

Moto X S.A. Vol.1 NO.3 Page 35

1977 Motorsport Calendar 

SEPTEMBER 

2/3 E Castrol Outeniqua Rally CLUB WP W.PM.C. 

3 F National M/C Observed Trial N/C Natal N.T.C. 

5 B Natal Spring Races N/C Natal NM.s.U. 

5 . . . . . . .. -. . . Autocross . . . . . . . . . . . . . . . CLUB. . . . . Tv1. . RMC/SCC 

9/10 F Combined Event CLUB Tv1. P.M.C. 

10 D O.F.S. Club Races CLUB O.F.S SCC/Bloemfontein 

15/17 - Roof of Africa Rally FOREIGN .. Lesotho .. S.C.C. 

17 F Sprint/Rally CLUB E.P A.M.S.C. 

17 E Kimberley Club Rally CLUB O.F.S K.M.s.C. 

16/17 E Interclub Rally CLUB Natal U.N.D.M.C. 

18 - Bulawayo Races FOREIGN .. Rhodesia .. BM.R.A. 

24 . . . . . . . -... Plateau Trial CLUB. . . . . Tv1. .. . . . HMC/SMC 

30/1 E Double 12 Rally CLUB WP CPM.C.C. 

OcrOBER 

1 B Club Races/Rand Spring Trophy N/C Tv1. TMCC/S.AM.R.C. 

8 F SAM Club Trial CLUB Tv1. S.AM. 

10 F Autocross CLUB Tv1. CCC/SM .s.C. 

14/15 . . . . . C . . . Asseng Rally N/C . . . . . . Tv1. ., . .. R.M.C. 

15 A False Bay 100 N/C W.P W.P.M.C. 

IS . . . . . .. F . . . Barberspan Trial . . . . . . . . . . . CLUB. . . . . Tv1. .. . . . SCC/Barberspan 

15 F Sprint CLUB W.P C.P.M.C.C. 

22 E Clifton Rally CLUB O.F.S. . .. SCC/Bloemfontein 

22 D E.P. Club Races CLUB E.P A.M.S.C. 

28/29 E Foothills Rally CLUB Natal N .R.C. 

29 ., F Hillclimb CLUB WP PAARLM.C. 

29 .. . . . .. F . . . Lawson Trophy CLUB. . . . . Tv1. .. . . . Tv1. Clubs 

29 B Spring Races N/C ., O.F .S. .., SCC/Goldfields 

NOVEMBER 

5 A KYALAMI WYNNS 1000 INT Tv1. S.AM.R.C. 

11/12 C Lucas Rally N/C Tvl. SCC/C.C.C. 

12 D O.F.S. Club Races CLUB O.F.S SCC/Goldfields 

12 D E.L. Club Races CLUB Border GP.O. 

18/19 E Wagon Wheels Trial CLUB W.P C.V.W.C. 

25/26 - Maize Trial CLUB Tv1. SCC/Klerk 

26 D Natal Club Races CLUB Natal NM.S.U. 

26 B WP.Club Races CLUB WP WPM.C. 

DECEMBER 

1/3 - Tour of South Africa INT Tv1. S.C.C. 

2/3 E Midlands Rally CLUB Natal NM.C.C. 

3 D EP. Club Races CLUB EP AM.S.C. 

CATEGORY: 

A - FORMULA ATLANTIC 

B • NATIONAL CHAMPIONSHIP RACES 

C . NATIONAL/NATIONAL CHAMPIONSHIP RALLIES 

D - CLUB RACES 

E . CLUB RALLIES 

F . OTHER EVENTS 

Moto X S.A. Vol.1 No.3 Pag. 36

cf?' Lotus and VahoUne 

~r$ motor oU score four 

~~ Grand PrIx wins in 1977 

The 

est). 

Andretti and his Valvoline lubricated Lotus snatch a hardfought-for 

victory. Spain, and Andretti wins again. In 

Sweden its Gu+ner Nielsen's turn to finish first. France, 

and once more it's the great Andretti who takes the 

winner's laurels. 

1977has been a spectacular season for the 2-car John 

Player Lotus team - and for Valvoline as their exclusive 

lubricant sponsor. 

frt~ 

~ ~ On the local scene, 

V 

KawasaIri and VakroUnewin 

the Endurance Mo~le 

IOO-lap at RoyHeslzeth: 

A gruelling motorcycle race and a tough test for Rodney Gray on his 

Valvoline Mean Machine. 

He won the day - and Valvoline proved again that it's out in front as a 

Motor Oil. 

Valvolina 

Motor Oil 

winning the Worldower since 1866. 

. ·

MOTO X VOLUME 1 NUMBER 3

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