RAI’S FINEST YOUNG DRIVER RAJBIR RAI SET TO RETIRE AFTER 2016 SEASON

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rajbir rai
Rajbir Rai to hang his helmet at the end of
the 2016 KNRC season
Kenya’s fastest rally youngster Rajbir Rai has
announced his retirement from the sport after
years of brilliant displays.
Rajbir, the 2014 Pearl of Africa Uganda rally
and Kisumu rally winner announced after the
conclusion of the 2016 KCB Eldoret rally at
Chemweno farm that he will be quitting the
sport after the season closing Guru Nanak
Rally. The son of legendary Sarbi Rai admitted
candidly that he needs a fresh impetus in his
life, hence the decision to hang up his gloves
and balaclavas.
rajbir
“I just wanna have some fun in the remaining
two events coz I am retiring at the end of the
season. I have had a good five seasons and I
feel I have other things now.”-Rajbir.
Rajbir started his racing career with driving
buggies at Jamhuri Park prior to moving to
the 2WD class in his dad’s old VW Golf.

TAPIO SCORES A HATRIK AT KCB ELDORET RALLY 2016

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tapio
Finland’s Tapio Laukkanen scored his first ever hat-trick in Kenya by clinching victory in the KCB Eldoret Rally at the wheels of his familiar Subaru Impreza on Saturday.

Laukkanen’s efforts were almost thwarted after suffering two consecutive punctures and taking the risk of doing the remaining stages without a spare wheel.

The Finn was followed home by Manvir Baryan, who registered his best result in the Kenya National Rally Championship (KNRC) by taking the all-important second place.

Incidentally, Baryan is the official sponsor of the Finnish driver. Under Multiple Carriers, Laukkanen has been able to tackle the whole of the KNRC series since his debut nearly two years ago.

Baryan, driving a Ford Fiesta, was followed by Rajbir Rai in third place in a similar car. Incidentally, the first three out of the four positions were filled by the Ford Fiestas, with Carl Tundo grabbing the fifth position.

TWO ROUNDS TO GO

Jassi Chatthe suffered a major blow in his bid to retain the championship title for the second year running after his Mitsubishi Evo10 was time barred in the fourth stage due to power steering problems. There are only two rounds remaining.

Ian Duncan was among the biggest casualties of the competition after his Mitsubishi Lancer Evo10 came to an abrupt end with a blown turbo in the first stage of the rally.

“We could not continue with a damaged turbo though we had a spare one. It would have taken almost two hours to replace it. It is sad we had to pull out so early in the first stage of the day,” said Duncan.

The National Formula Two Class was won by Alex Lairangi in a Toyota Sprinter with its 17th position while his bitter rival, Eric Bengi, followed in 20th place driving a Toyota RunR. Natasha Tundo and Chantal Yound continue to perform well as the only all-female crew after finishing 19th in the competition.

Frigo Silvia proved to be the best-placed female navigator by guiding Conobbio Piero to the seventh place in a Mitsubishi Lancer Evo10.
KCB ELDORET RALLY PROVISIONAL RESULTS:
1. Tapio Laukannen (Subaru R4) 1h26m19s
2. Manvir Bryan (Ford Fiesta R4) 1h27m11s
3. Rajbir Rai (Ford Fiesta) 1h29m37s
4. Carl Tundo (Ford Fiesta Proto) 1h31m34s
5. Tejveer Rai (Evolution X) 1h33m57s
6. Amaanraj Rai (Evolution X) 1h34m15s
7. Piero Cannobio (Evolution 10) 1h35m16s
8. Jasmeet Chana (Evolution X) 1h35m58s
9. Mahesh Halai (Subaru N12) 1h38m28s
10. Asad Khan Kalulu (Subaru) 1h38m58s
11. Dennis Mwenda (Evolution 9) 1h40m12s
12. Onkar Rai (Evolution X) 1h40m38s
13.Taiti Wachira (Evolution) 1h40m50
14. John Nganga (Subaru) 1h41m10s
15. Kepher Walubi (Evolution) 1h46m10s
16. Osman Abdullahi 1h47m00s
17. Alex Lairangi (Toyota printer GT)
1h48m53s
18. Jansher Sandhu (Evolution 9) 1h49m56s
19. Natasha Tundo (Subaru N10) 1h50m40s
20. Eric Bengi (Toyota RunX) 1h52m12s
21. Chandu Devji (Subaru GC8) 1h53m15s
22. Leonardo Varese 1h54m23s
23. Sammy Nyorri (ToyoyaRunX) 2h01m16s
24. Duncan Mubiru (Evolution X) 2h30m04s

Retirements
1. Baldev Chager
2. Stephen Mwangi
3. Ramesh Vishram
4. Sam Karangatha
5. Jaspreet Chatthe
6. Izhar Mirza
7. Farhaaz Khan
8. Raaji Bharij
9. Ian Duncan
10. Edward Maina
11. Lodhia Miten
12. Umar Khalid

KCB ELDORET RALLY 2016 ROUND 6 DRAFT ITIENARY THIS SATURDAY ON OCTOBER 8TH

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Stage set for KCB Eldoret Rally
-Event will traverse two counties namely Uasin
Gishu and Elgeyo Marakwet
-Rally will be organised by Western Kenya
Motor Club
-Scritineering and perc ferme will be at Sikh
Union Eldoret on October 7
-Flag off at KCB Eldoret Western Branch from
7am onwards on October 8
-Spectator stage and service will be at
Chemweno Farm on Moiben and finish at Iten
in Elgeyo Marakwet county.
-Total distance 258.80, Transport 111.30 &
Competitive 147.50.
Kcb Eldoret Map
KCB Eldoret Rally 2016
KCB Eldoret Rally 2016
2016 KENYA NATIONAL RALLY CHAMPIONSHIP STANDINGS AFTER ROUND 5
KNRC CHAMPIONSHIP DRIVERS
1 Tapio Laukkanen 104
2 Jaspreet Chatthe 100
3 Ian Duncan 72
4 Rajbir Rai 61
5 Carl Tundo 51
6 Baldev Chager 49
7 Onkar Rai 48
8 Manvir Baryan 41
9 Mahesh Halai 20
10 Frank Tundo 16
11= Farhaaz Khan 15
11= Quentin Mitchell 15
11= Asad Khan 15
14= Karan Patel 12
14= Imran Mogul 12
16= Jasmeet Chana 11
16= Natasha Tundo 11
18 Izhar Mirza 10
19= Eric Njogu 9
19= Eric Bengi 9
19= Alex Lairangi 9
22 Tejveer Rai DNE 8
23= Chandrakant Devji 7
23= Leonardo Varese 7
23= Edward Maina 7
23= Ramesh Vishram 7
23= Osman Abdullahi 7
28= Amaanraj Rai 6
28= Jansher Sandhu 6
28= Sammy Nyorri 6
28= John Nganga 6
32= Adil Mirza 5
32= Josiah Kariuki 5
32= Steven Mwangi 5
35= Nikhil Sachania 3
35= Geoff Mayes 3
37= Jonathan Somen 2
37= Rehan Shah 2
37= Gurmit Thethy 2
37= Imran A Khan 2
37= Kimaru Boit 2
37= Jitendra Dhokia 2
37= Dinesh Sachania 2
37= Issa Amwari 2
37= Aakif Virani 2
37= Dilraj Chatthe 2
37= Dennis Mwenda 2
37= Ammar Haq 2

KNRC CHAMPIONSHIP CO-DRIVERS
1 Gurdeep Panesar 111
2 Greg Stead 65
3 Amaar Slatch 64
4 Tim Jessop 62
5 Gareth Dawe 61
6 Ravi Soni 58
7= Ketan Halai 25
7= Tauseef Khan 25
9= Keith Henrie 21
9= Andrew Doig 21
11 Harshil Limbani 20
12= Steven Cook 18
12= Ravi Chana 18
14 Adnan Din 17
15 Kavit Dave 16
16 Zahir Shah 14
17 Chantal Young 13
18= Raju Chaggar 12
18= Tony Kimondo 12
20 Anthony Njenga 10
21 Anthony Gichohi 9
22= Gavin Laurence 8
22= Tuta Mionki 8
24= Julius Mwanchuya 7
24= Kigondu Kareithi 7
24= Steve Mbuthia 7
24= Evans Mwenda 7
24= Jonathan Kosgei 7
29= Feisal Khan 5
29= Salim Khan 5
29= Riyaz Ismail 5
29= John Ngugi 5
33 Richard Hechle 4
34= Tony Gikuhi 3
34= Kashif Shaikh 3
34= Azhar Bhatti 3
34= Jamie Mactavish 3
38= Steven Nyorri 2
38= Atul Kochaar 2
38= George Kiama 2
38= Shakeel Khan 2
38= Taiti Wachira 2
38= Saima Khan 2
38= Edward Njoroge 2
38= Mwangi Waithaka 2
38= Rohit Bhudia 2
38= Victor Okundi 2
38= Job Njiru DNE2
38= James Mwangi 2
38= Mwangi Kioni 2

KENYA NATIONAL RALLY CHAMPIONSHIP 2016
KNRC TWO WHEEL DRIVE CLASS (2WD) CHAMPIONSHIP DRIVERS
1 Eric Bengi 100
2 Alex Lairang’i 95
3 Leonardo Varese 68
4 Sammy Nyorri 63
5 Gurmit Thethy 15

KNRC TWO WHEEL DRIVE CLASS (2WD) CHAMPIONSHIP CO-DRIVERS
1 Anthony Gichohi 95
2 Tuta Mionki DNE 75
3 Kigondu Kareithi 68
4 Mwangi Waithaka 42
5 Tony Gikuhi 25
6 Steven Nyorri 21
7 Harshil Limbani 15
Image Courtesy Of Anwar Sidi
For More Info Contact Elvo
0703 164 165
0731 412 006

Fastest Cars 2015-2016

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1. Hennessey Venom GT
hennessy venom GT
Hennessey Venom GT specification:
Speed cars 270 mph (435 km/h), 0-60 mph in 2.5 seconds, has a 7.0 liter LS7 Turbocharged V8 Twin Turbo V8 Engine producing 1244 hp, with a Hennessey Venom GT price tag of $1,000,000 and up.
2. Bugatti Veyron Super Sport
buggati veyron
Bugatti Veyron Super Sport specification:
Speed cars 268 mph (431 km/h), 0-60 in 2.4 secs. Aluminum, Narrow Angle 8 Liter W16 Engine with 1200 hp, base Bugatti Veyron Super Sport price is $2,400,000.
3. Koenigsegg Agera R

Koenigsegg Agera R specification:
Speed cars 260 mph (418 km/h), 0-60 mph in 2.9 secs. 5.0-liter V8 Engine with twin turbo’s, housing 1099 hp. Base Koenigsegg Agera R price is $1,600,000.
4. SSC Ultimate Aero

SSC Ultimate Aero specification:
Speed cars 257 mph (413 km/h), 0-60 in 2.7 secs. Twin-Turbo V8 Engine with 1183 hp, base SSC Ultimate Aero price is $654,400.
5. 9ff GT9-R

9ff GT9-R specification:
Speed cars 257 mph (413 km/h), 0-60 in 2.9 secs. The 4.0 Liter flat-6 Twin-Turbo Engine with 1120 hp, comes with a base 9ff GT9-R price of $695,000.
6. Saleen S7 Twin-Turbo

Saleen S7 Twin-Turbo specification:
Speed cars 248 mph (399 km/h), 0-60 in 2.8 secs. Twin Turbo All Aluminum V8 Engine with 750 hp, base Saleen S7 Twin-Turbo price is $555,000.
7. Koenigsegg CCX

Koenigsegg CCX specification:
Speed cars 245 mph (394 km/h), 0-60 in 3.2 secs. 90 Degree V8 Engine 806 hp, base Koenigsegg CCX price is $545,568.
8. McLaren F1

McLaren F1 specification:
Speed cars 240 mph (386 km/h), 0-60 in 3.2 secs. BMW S70/2 60 Degree V12 Engine with 627 hp, base McLaren F1 price is $970,000.
9. Zenvo ST1

Zenvo ST1 specification:
Speed cars 233 mph (374 km/h), 0-60 in 2.9 secs. Twin-Charged 7.0 liter V8 Engine forging 1,104 hp. Base Zenvo ST1 price: $1,225,000.
10. Pagani Huayra

11. Gumpert Apollo

Gumpert Apollo specification:
Speed cars 225 mph (362 km/h), 0-60 in 3.0 secs, 4.2 liter V8 Engine that houses 650 hp. Base Gumpert Apollo price: $450,000.

KCB Eldoret Rally 2015 Pictorial

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jassi
TAPIO WINS KCB ELDORET RALLY
1. Tapio Laukkanen 1:37.32
2. Rajbir Rai 1:40.27
3. Jas Mangat 1:41.24
4. Quentin Mitchell 1:41.28
5. Jaspreet Chatthe 1:42.40
6. Carl Tundo 1:42.53
7. Manvir Baryan 1:42.59
8. Baldev Chager 1:46.21
9. Tejveer Rai 1:46.46
10. Raaji Bharij 1:48.42
11. Jansher Sandhu 1:51.36
12. Dennis Mwenda 1:52.05
13. Farhaaz Khan 1:52.20
14. Steve Gacheru 1:52.25
15. Asad Khan 1:55.32
16. Amaanraj Rai 1:55,52
17. Steve Mwangi 1:56.25
18. Jasmeet Chana 1:57.04
19. Don Smith 1:58.11
20. Eric Bengi 2;00.22
21. Mahesh Halai 2:01.15
22. James Kirimi 2:02.57
23. Rob Hellier 2:03.44
24. Tash Tundo 2:06.03
25. George Njoroge 2:06.12
26. Sammy Nyorri 2:07.16
27. Gurmit Thethy 2:09.06
28. Mitel Lodhia 2:09.46
29. Chandu Devji 2:11.07
30. Alex Lairang’I 2:11.09
31. Leo Varese 2;12.00
32. Raju Sagoo 2:12.50
33. Imran Kana 2;22.28
34. Nikhil Sachania 2:27.09
35. Navdeep Sandhu 2:35.41
36. Geoff Mayes 2;59.08
kcb eldoret rally

The Safari Rally Cars Tuning Escapede

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The event started with a proposal put to the Royal East African Automobile Association for a reliability trial to be organised as a celebration of the Coronation of Queen Elizabeth II.

Planning started in January 1953. The event, called “The East African Coronation Safari”, would have three starts: – Nairobi (Kenya), Morogoro (Tanganyika) and Kampala (Uganda). The rules for the event were simple, they stated :- All the cars were to be in showroom condition – that is nothing could be added to the specification to improve their performance. Entries were to be divided into four classes based on the showroom price of the car. Each class would have it’s own target time for the event, no overall winner was to be declared, entry fee for this historic event was 100 Shillings (£5). The event was timed to finish at the same time the Queen was being crowned in Westminster Abbey. The event ran from 27th May – 1st June 1953.

The event was a flat out blast over the worst roads in East Africa. No rest periods were planned, and no organised servicing was allowed, crews could however carry some spares. The event established a reputation for toughness from the first.

The average speed set for the Volkswagens was 43mph and out of the 56 cars that started only 16 made it back to Nairobi within the time allowance, a further 11 crews struggled in very much later.

The team of Alan Dix & John Larsen driving a 1131cc Split-Window Beetle dropped only 170 penalty points, but the John Manussis/John Boyes Chevrolet was the first car home, dropping 2970 points.

Alan Dix recalling the event in 1968 said they “went off the road, passenger John Larsen’s head hit the windscreen smashing his nose and knocking the unbroken screen onto the car’s bonnet, the front of the car was damaged and was almost undrivable” – Dix wanted to take the injured Larsen to hospital but, he said, “that idea was met with violent protests in almost unbelievable language!” They continued – with the windscreen held in place by the wipers.
alan dix
1954

The winning trend of the VWs continued. The average speed had now gone up to 46mph, but three 2½ hour rest periods had been incorporated into the route. VWs took the first 5 places in their class – it would have been 6, but Brooks & Vest’s car was excluded for a speeding offence.

D P Marwaha & Vic Preston won the event outright from the 11 cars that were penalty free, they being the fastest on the tie-deciding acceleration and braking test. 25 cars finished from 50 starters.

Alan Dix the previous year’s winner came home 3rd in class & VWs won the team award .

1955

A Ford Zodiac won the event overall but VWs again won their class and the team award for the third year in succession. The average speed was now up to 46mph. The domination of the event continued in 1955 when all except one of the finishers in Class “A” were Volkswagens.

1956

This was to be a poor year for Volkswagens, the classes were still organised on the showroom price of the car and for the first time VWs were over the limit of £516 for class “A” and now ran in the up to £735 class. The best that could be achieved was 8th in class “B” For although the car of Frazer & Brochner finished penalty free, they were not quick enough on the tie-deciding blast round Nakuru race circuit.
safari rally
Eric Cecil won the event and class “B”driving a DKW. The 1957 event, the first to have International status, was a good year for the VW crews, now back in class “A” (up to £600). It was a very wet and muddy year, the sort of conditions that the Beetles revelled in. 64 starters left Nairobi on the 19th April and so bad were the conditions that by the time the crews reached the half way stage back in Nairobi, only 25 cars were left running. However 6 of the Beetles were still penalty free – although most of them had been caught in a Tanganyikan police speed trap. The penalty for this was finally dropped after much protesting by the organisers.

The Beetles had been fitted with a “Secret Weapon” to combat the mud – this was in the form of foot rests fitted to the rear bumper mounts and grab handles mounted by the air intake grill.

The second half of the event ground to a halt when an ambulance got stuck on a steep hill 60 miles from Suam Bridge. The first few cars got past the stuck ambulance, then cars got stuck and the whole event ground to a halt – some crews were still stuck the next day!

The VWs ability to find traction where other cars couldn’t, combined with the “Secret Weapon”, meant that most of the Beetles had come through what went down in Safari mythology as Ambulance Hill without losing too much time.
The results showed a win for “Gust” Hofmann and Arthur Burton in their Beetle, with Beetles taking the first 5 places in their class. 64 cars started and only 19 cars got to the finish, of which 6 were VWs. This enabled them to take the Team Prize as well. One pointer to the future was a certain Mr T T Fjastad, who finished 4th in Class. Arthur Burton later took over as Clerk of the Course for the Rally and was to guide the event through some of its most famous times.
safari rally
1958 was another average year for the Volkswagens. Whilst they didn’t win their class, the reliability of the cars meant that they again won the team prize and took 2nd to 5th in class positions. One interesting entry was the Karmann Ghia of K.W.Wigens / D.N.Breed – this was running in the “lion “ class for cars over £850.

The Beetles ran in the “Impala” class for cars priced up to £650. The Impala class had to average the same speed as all the other classes, no overall winner was declared.

1959 was a disastrous year for the Volkswagen by the previous standards. The best that could be achieved was 9th Overall and 2nd in class by R M Patel & Joginder Singh.

The 1960’s brought the event greater status as part of the World Rally Championship and, of course, the influx of the works teams.

There was at that time a belief, that grew into folk law, that any driver who did not live in Africa would never win the Safari. The works teams were out to disprove this myth.

1960 saw Jodinger repeat his previous years 9th Overall, but an added bonus was winning Class “C” for cars of 1001 to 1300cc- the rule about the cash price of the cars had been changed to fall in with the events International status.

Only one other Volkswagen finished, driven by South African-based VW service manager Harry Bausch. He finished 25th out of the 25 finishers.

In 1961 only three VWs finished the event, the best result was Joginder & Jaswant Singh, who finished in 19th place. The reasons why are explained in the next section. John Manussis won with a three-man crew the only time this happened in Safari history – he was driving a Mercedes-Benz 220SE.
safari
For the 1962 event a team of five cars was entered by the Cooper Motor Corporation, the local VW agents and importers of VWs. The experience they had hard won from previous years was used to good effect when preparing the cars and choosing the crews.

The cars were to be driven by the following crews: –

John Manussis & Bill Coleridge

Tommy Fjastad & Bernhard Schmider

J F Banks & T F Bradley

Joginder Singh & Jaswant Singh

Gerd Elvers & L E Baillargeon

All were well versed in Safari conditions, Manussis being a past Safari winner.

PRACTICE MAKES PERFECT.

Preparations for the 1962 event had started in August 1961, when two technicians came over from the VW factory at Wolfsburg in Germany and carried out a 3000 mile test run trying various modifications.

The crews were sent off to do a reconnaissance of the route and make “pace notes” of difficult corners, poor bridges, obscure road junctions and river crossings. In all a total of 30,000 miles were covered by the crews in the months prior to the event, and page after page of notes taken.

Tommy Fjastad mounted these notes in a roller system fixed in a box, rather like two toilet rolls, so that as the route was followed the notes could be unrolled and read. This avoided having large amount’s of loose paper in the car, and the roll was changed at the half way stage. Denis Jenkinson used a similar device when he navigated Stirling Moss to victory in the 1955 Mille Miglia .

The Safari conditions meant that the event demanded very different driving skills from, say, the Monte Carlo.

The drivers were instructed that if – due to the road conditions (deep mud floods, etc) – they could not get through individually, then they were to rope the cars together, bumper to bumper, in the form of a crocodile. They had discovered on the 1959 event that was the only way to make progress.

From the mass of notes a plan of action was drawn up. It was known that the Beetles would be out paced for speed on the northern loop of the rally and that the second half from Nairobi to Dar-es-Salam would have the deep mud, stones, ditches and general rough going that would better suit the Beetles.

The plan was to drive the first half at a speed that would keep the team in touch with the leading cars and leave the vehicles in a sound enough condition to mount an assault in the second half of the event through the notorious Umbulu section.

THE CARS

In 1961, the debut of the new 34bhp engine, all the VWs had experienced trouble with cracked gear selector housings on the new all syncromesh gearboxes allowing all the oil to leak out of the gear box resulting in retirement for most of the VWs. Jodinger Singh’s car had its gearbox changed twice by the crew, but to no avail.

The trouble was found to be the bonded rubber mountings on the gearbox shearing, allowing the gear box to move excessively causing the casing to crack. This was the result of a change made by the factory in reducing the hardness of the mountings for 1960 onwards. So for the 1962 event the earlier, harder, mountings were fitted, these were also made available to customers as a factory option.

The cars for the 1962 event were 34bhp, 1192cc Beetles, with the new for 1960 all syncromesh gearbox. They were in fact 1961 model year cars, because the Safari took place over Easter and Volkswagen’s 1962 model production started in August.

The cars were specially prepared at Wolfsburg and were based on the cars produced for the German post office, but of course right-hand drive. This is why the cars were all painted in German Post Office grey (Anthracite Grey).

Although the cars had to be near standard mechanically (the East African Safari was only for production cars at this time), several modifications were made at the factory.

MODIFICATIONS MADE TO THE CARS AT WOLFSBURG

1/ Front axle reinforcement – extra supports were fitted from the axle to the frame.

2/ Harder gearbox mounts.

3/ Front skid plate /stone guard.

4/ Extra protection to front gear box mounting.

5/ Protection plates for the jacking points.

6/ Police Specification Electrical system.

7/ Extra engine bay seals

All these were Factory options that could be fitted to any customer’s car.

LOCAL MODIFICATIONS.

When the cars arrived in Nairobi other modifications were made to suit the local conditions. A white spot was painted on the bonnet so that in the event of an accident a hole could be cut in that spot to get at the petrol filler cap, and rubber clips were used to secure the bonnet and engine cover, instead of the standard catch.

The chrome trim in the drivers eye line was painted black to avoid glare, extra padding was added to the driver’s seat and door, and the spotlights were mounted on the door hinges to keep them clear of the mud. The whole seat was covered in a cloth material, with pockets sewn in the back to take oddments and bottles of Lucosade glucose drink.

The passenger’s seat was also made to recline so that the off-duty crewman could catch some sleep during the quieter moments of the route.

The rear seats were removed and a plywood tray fitted in its place holding spare parts, a panga (a sort of large knife) for chopping down the bush and a spade entrenching tool for digging the car out if it became bogged down.

The rear wings were fitted with 5mm wire rolled into the edges, this was to strengthen the wing and to stop the edges fraying from the impact of stones.

Stone guards were fitted to the headlights to protect the lenses and mud flaps added to keep down flying stones. A sump protection grid was under the engine.

The electrics were waterproofed, and special modifications made to allow the cars to wade through deep water. These included rubber hose extensions where one end was fitted over the exhaust tailpipes and the other end was arranged so that it could be clipped to the grille by the rear window.

This stopped water entering the exhaust when fording deep water and flooding the engine, and a hose was also provided to fit from the carburettor into the interior of the car so that dry air could be fed to the engine. This was to prove very useful later on.

MECHANICAL MODIFICATIONS.

The engines were stripped down, and the rotating parts balanced, the cylinder head ports were opened out and the camshaft changed, the exhaust was cut open and the pipe lengths inside the exhaust were equalised before welding the box back together.

The silencing linings were also removed from the tailpipes to give a better flow for the exhaust gasses, then, after very careful blueprinting and re-assembly the engines were “run-in” for some considerable mileage to get a smooth, free-running engine. This work resulted in a car that was a lot quicker than a standard 1192cc Beetle, 80mph being easily attainable (72mph for a standard car).
THE ROUTE

Starting from Nairobi, Kenya’s capital, the route was in the form of a figure eight, forming a northern and southern loop. The total distance being 3080 miles, this to be covered in three days and four nights of almost non-stop motoring.

The Rally, on leaving Nairobi, headed north to skirt Mount Kenya. Then it crossed the equator into Uganda, on through the Sebei District and round Mount Elgon to the one hour rest halt at Kampala, then back to Nairobi through the night and following morning to the welcome promise of an afternoon’s rest.

The southern loop took the crews into Tanganyika, the roads ranging in altitude from the heights of Mount Kilimanjaro to sea level at Dar-es-Salam; the final section was north up the coast to Mombassa and finally ending back to Nairobi on Easter Monday.

THE EVENT BEGINS

The cars lined up on the starting ramp on the afternoon of Thursday 19th April. The event started with the departure of car one, a white Renault, followed at one minute intervals by the rest of the field, including, at No 5, Pat Moss driving a Saab.

The Ford Anglia of local crew Shah and Vangla were at No 25. Then the VW team with John Manussis at No 36 driving KHC 913, followed by Banks & Bradley in KHD 304 at No 39, Tommy Fjastad & Bernhard Schmider in KHD 302 at No 40, and the brothers Jodinger and Jaswant Singh in KHD 301 at No 44.

A total of 104 cars set off and raced through the night towards the difficult, steep and twisting tracks round Mount Kenya. Here the cars had an unexpected hazard to contend with. Locals amused themselves by throwing rocks at the rally cars and many competitors suffered damage to windscreens lights and bodywork. This was one aspect of the rally that did not change over the years, drivers are still complaining of children throwing stones to this day!

The pace was now starting to hot up with the big cars like the Mercedes, Ford Zodiac’s and the Australian Falcons using their power to good effect as the roads reached altitudes of up to 9000ft above sea level. The thinner air robbed the smaller engined cars of much needed power even though the VWs would have been fitted with altitude correctors to the carburettor main jet to maintain the correct air/fuel mixture to the engine.

Daylight brought Good Friday – and the rough rocky section round Mount Elgon. Here disaster struck many cars including the leading VW of Manussis, he hit a rock and despite the provision of a stout sump guard, it left him with a fractured sump and no option but to retire – this was sadly to be Manussis’ last Safari.

John Manussis moved to England soon after and died in 1964 aged 47. Manussis still holds the record of being the only driver ever to win the Safari with a three-man crew in 1961. He drove a Mercedes on that occasion and he also held the record for the drive from Nairobi to Nakuru –100 miles in 57mins (105.26mph) – that time in a D-type Jaguar!

Anne Hall, driving a Ford, smashed her radiator and Bill Fritchy, last year’s winner, driving a Mercedes, crashed out of the event. Jodinger Singh hit a washaway and bent the front axle of his VW; later he repaired a hole in the sump using a mixture of mud and soap and went on to finish a creditable second in class and fifth overall.

The remaining cars battled onward towards the rest halt at Kampala. 15 cars failed to make the checkpoint here.

After a 25-minute break the crews set off south, driving through the Friday night and Saturday morning to reach Nairobi with the welcoming prospect of an afternoon’s rest and the publishing of the half distance results.

The results so far showed that a total of 25 cars had retired and that the best placed VW was the Fjastad & Schmider car in eighth place. So at this stage – apart from the demise of Manussis – all was going as planed for the VW team but with over 1500 Safari miles to go anything could still happen.
safari
The Southern leg started on Saturday night and the crews faced a dash through Tanganyika and the roads and tracks skirting Mount Kilimanjaro, then, as an added bonus for the organisers it started to rain as the cars approached the most difficult section at Umbulu.

This section was the death knell of the larger cars as they slipped, slithered and ground to a halt on tracks where the rain and dust had combined to turn the roads into a sea of bottomless black stinking mud that saw cars bogged down to floor level.

At Bashenit the two leading Mercedes stuck fast and, despite strenuous jacking and pushing by their crews, lost any chance of victory. To combat the conditions some competitors even fitted snow chains to the tyres in an attempt to find traction.

The same fate almost befell a VW when tackling the roads through the sisal plantations at Ubenazamizi; it became stuck in 18″ deep ruts, the crew having a hectic hour extricating the car. Most competitors lost time here but the majority of the VWs came through the section unscathed despite using normal tread tyres instead of Town and Country “snow” tyres favoured by many other teams.

The deep treads of the snow tyres did give more grip in the mud, but it was found that due to the superior traction of the VW and the fact that these tyres sapped more power it was decided, before the start, to gamble on not fitting them.

It was a gamble that was however starting to pay dividends, because when the crews reached the coast and the control at Dar-es-Salam. Only 65 cars were still running, and the VW of Tommy Fjastad and Bernhard Schmider was leading the rally by two minutes.
HE PACE QUICKENS

Following the short break at “Dar”, where both cars and crews were replenished, the relentless race against the clock continued, north now, on the last long leg through the night to Mombassa and the dawn of the final day’s motoring on Easter Monday.

Things were getting really nail biting for the leading crews. Pat Moss and Eric Carlsson – driving Saabs with their usual skill, flair and nerve – were determined to catch Fjastad and had a very real chance of doing so. For although the VW should have the advantage over the really rough stuff, as the roads became better approaching Nairobi the Saab would be faster and the two minutes deficit would be possible to claw back.

Erik Carlsson was now leading the rally after a masterly drive through the car-breaking Umbulu section. This was not, however, to last – Carlsson lost a lot of time on the road to Dodoma, first taking a wrong turning and then due to a marked absence of brakes obtained when a rock went through the floor and severed a brake pipe. He was dropping down the field and was in third place at Dar-es-Salam where the SAAB service crew patched up his vehicle.

Erik now put on a brilliant display of driving to close within one minute of Fjastad’s leading Volkswagen when the SAAB succumbed to the harsh treatment meted out by Carlsson when it’s rear suspension collapsed. Carlsson was now out of contention for the lead, but carried on at a reduced speed to support Pat Moss. Lumps of wood held in place by fencing wire and a jack now supported his broken rear suspension. He ended the rally in sixth place, one hour down on time to the winning car.

It was going to be a close run thing, with the odds now in favour of the new leaders Pat Moss & Ann Riley in their Saab 96.

THE LEAD CHANGES

The Safari as it has been said is not like other rallies – as Pat Moss found out to her cost when an Impala jumped out of the bush during the final night of the rally and landed on the front of her Saab smashing the front of her car, breaking the distributor cap, fan belt and bending the pulley. Erik Carlsson lost twenty minutes helping her to undertake emergency repairs, letting the VW of Tommy Fjastad into the lead for the second time.

Time lost on repairs, coupled with poor performance on the braking test at the finish – when Pat misunderstood the importance of the test. This cost her any chance of beating the Fjastad VW and also dropped her into third place behind the Peugeot 404 of Zbigniew “Nick” Nowicki, who was then on the same penalties – but had better times on the tie-deciding designated parts of the route.

Pat did however win the Coupe des Dames – a small consolation for what could have been. The Safari myth that no European-based driver could win the event was still unbroken, and was to remain so until Timo Makinen broke it for once and all in 1974, driving a Ford Escort.

So it was a triumphant Tommy Fjastad and Bernhard Schmider who entered Nairobi at the head of the surviving 46 of the 104 cars that started. His VW was placed 1st 0verall, 1st in class C and also won the award for the best Price/Performance Index.

When he was interviewed Tommy Fjastad said that the car was in excellent condition and was ready to go round again, a prophetic remark, as we shall see.
rally
POST-MORTEM

When the dust had settled on the ’62 event the Cooper Motor Corporation – who were the main Importers of VWs into Kenya – took stock of the situation. They had won the rally and had used that to promote the Beetle as “The” car for African conditions, and of course to hopefully help Volkswagen sell more cars worldwide.

One enterprising dealer in the Australian outback even had a fleet of demonstrator Beetles fitted out to look like Rally winning cars, one of which was a replica of KHD 302.

The real KHD 302 was put on the show circuit before being retired to “Workshop Hack” duties, with all the Safari bits still on the car it was a useful tool to have if some one needed to go somewhere in a hurry.

For 1963 all the cars were private entries without “Works” backing from the Cooper Motor Corporation, this was to be the year of the “Magnificent Seven” for out of a entry of 84 cars only 7 finished, but not one VW was among them, Nowiki won driving a Peugeot 404. After the event a statement was issued by Mr D.G.Allen the Managing Director of The Cooper Motor Corporation, it said: –

“This year (1963) we gave no help to the VW entrants competing in the Safari – they were all privately owned and driven. In 1962, when we sponsored a team and won the Safari outright, the cost to the company was over £12,000, plus a considerable loss of workshop time and trade due to a preoccupation with the organisation of service controls, etc., which incidentally also inconvenienced a great many of our customers. We found that at this stage a private company can no longer compete with the works teams such as those from the Ford Motor Company, BMC, etc.”

Given that the cost of a new Beetle in 1963 was about £600 in the UK. That £12,000 to win the Safari equates to close to a Quarter of a Million Pounds today. They were a very small organisation compared with the European Works Teams.

It is understandable why they had to stop; also an added factor was that Kenya was in the throws of Independence with many Europeans opting to leave the country. Times were perhaps not so certain as they had been under colonial rule.
FJASTAD TRYS A FORD

This then brings us to 1964, where Tommy Fjastad comes back into the picture. Tommy was very keen to do the ’64 event and had been promised a drive in a Ford Lincoln-Mercury Comet, a big, heavy, powerful, bright red painted American Sedan. The Comet’s power was to prove useful to Tommy later on in this story, but for the moment, after a practice session on the northern half of the route, where Tommy is alleged to have bent all the cars shock absorbers, he found himself out of the team with only one day left before the official close of entries. Most people would have given up, but Safari drivers are made of sterner stuff, – but where to get a suitable car at such very short notice?

Tommy dashed round to The Cooper Motor Corporation, had they, he said, still got his old Safari winning car KHD 302? Yes they had, Tommy asked to buy the car as it stood which was, you remember, as a workshop hack. A deal was entered into. Tommy paid £300 for the two-year old car, now with 24,000 miles on the clock, and drove it back home where he set to and made the car ready for its second Safari outing. In fact he only had to spend another £50 on the car to get it up to scratch.

So a few days later the old car- now wearing the number 93, stood at the start of it’s second Safari, three other VWs were among the 94 starters they were driven by R B Carlisle & J Paton at No 90, Nirmal Singh Bachu & Pyara Singh Bachu at No 97 and F S Sababady & R Vernon at No 98.

In 1962 the starting order had been determined by engine capacity with the smallest starting first. However for 1964 starting was by ballot, with the lower start numbers having a distinct advantage. Tommy knew, when he saw his high start number, there was little chance of repeating his 1962 win, and concentrated on getting what was probably the oldest and highest mileage car in the event to the finish.

(All the prizes are at the finish! – Roger Clark)

SECOND TIME ROUND.

Tommy says that event was reasonably straight forward, at least for the first half. Rear-engined traction took them through the worst of the mud. So well did they go that after Tinderet they passed no less than eight cars that had bogged down, later on through the wet Umbulu section, although they lost time, they also passed nine more cars including two Comets! The first major problem they had was about 70 miles outside Dar-es-Salaam when two locals threw stones at the passing cars. They must have improved their aim with the passage of almost 80 Rally cars because they hit and shattered the VW’s windscreen.

The glass cut both Tommy and his co-driver Jasani’s faces, they pressed on and changed the screen themselves (no service crews) at Dar in only 1 Min 45 Sec, try that for yourself some time!

After Dar-es-Salaam the mud and the weather got steadily worse until eventually the VW came to a spot where there once stood a bridge. The middle of the bridge had collapsed after the early cars had crossed. When Fjastad arrived at the bridge a competitor in a Peugeot had got out a nylon towrope and was unsuccessfully trying to pull a Comet – driven by Viscount “Kim” Manderville across the gap.

The 6 crews still on the wrong side of the river were faced with exclusion or bridge building – they choose to re-build the bridge – after manhandling the Comet across the gap, the Comet’s power on the end of a tow rope was used to “catapult” the remaining cars over the bridge. The VW was the last car across before the bridge collapsed totally stranding the remaining 5 cars and putting them out of the event. The Fjastad & Jasani VW was now running last car on the road.
rally
SWIMWAGEN?

Later on the cars were stopped again, this time at a swollen river, the organisers gave a time allowance so that competitors could wait to see if the river was going to subside enough to allow the cars to cross. Tommy decided not to wait and, with the VW acting like a submarine, swam its way across the river in 4ft of water. The following two cars, a SAAB and a Datsun, tried to emulate the VW and drowned in the muddy torrent.

The VW was able to ford the river so well because of the crafty modifications made for the ’62 event (described earlier). These consisted of a hole cut into the engine firewall and a length of hose that was in the cars tool kit, this went through the hole and after removing the air cleaner fitted on to the carburettor air intake. This would then draw dry air from inside the passenger compartment.

Two more rubber pipes fitted over the exhaust tailpipes and clipped on to the air intake grille under the rear window, keeping the water out of the exhaust.

The engine bay had extra sealing fitted and the ignition system had also been waterproofed using condoms fitted over the coil and distributor!

The rest of the run back to the finish at Nairobi was in Tommy’s own words “uneventful”!

The results, when they came out, were a revelation – only 21 cars had survived to get to the finish and in class B there was only one finisher out of the 17 starters in the class. That was the class winning VW of Fjastad and Jasani – what happened to the team of Comets?

Well only two Comets finished, over an hour after the lone VW came home. Safari Veterans “Kim” Manderville and Jodinger Singh drove them. It seems that Tommy made the right choice after all!

What happened to KHD 302 is a mystery from here on. Its fate is unknown.

THE 1200’s SWANSONG

1965 was almost a repeat of the 1964 event, in that it was yet another very wet year. 85 starters left Nairobi to battle with the elements. But only 16 returned, again only one VW finished the event – a very wrecked looking VW 1200 crewed by Mohammed Khan & Balbir Singh.

They repeated Tommy Fjastad’s triumph by winning the class.

It makes the drive more incredible when you realise that this was the last time a 1192cc Beetle would ever get to finish the rally. The reason for the 1200 not being competitive was that the organisers set the time schedule for the event by using last years fastest times and taking a bit off for luck! The old 1200 was just not quick enough any more.
966 NEW MODEL – NEW DOUBTS

For 1966, Richard Barbour and Mike Doughty had entered one of the newly imported VW 1300 Beetles, there may have been doubts about the new “ball joint” front suspension – was it as good as the old “king and linkpin”? (A debate that still goes on today). In what was another very wet rally, Barbour and Doughty – with only a faulty starter motor to spoil an otherwise trouble free run – splashed their way up to a very credible second place overall by the time the Rally reached Kampala, the finish of the first half of the Rally. So perhaps the Beetle wasn’t dead yet.

Between Kampala and the finish at Nairobi, disaster struck. They hit a rock damaging a track rod and the time needed for repairs dropped them down the field. So out of the 9 cars that finished the VW (with the smallest engine of all the finishers) finally came home in 7th place beating a Ford Cortina GT and a Mercedes 220SE in the process.

What the VW really needed to stay competitive was more power. And it finally got it when, in late 1966, the 1500 Beetle was imported into Kenya.

1967 TIME FOR A RE-THINK

Fjastad, Khan and Barbour’s giant killing acts had not gone unnoticed, for meanwhile down at the Cooper Motor Corporation some one had a bright idea: –

It was as easy as ABC!

A/ The 1500 were being marketed as the “Hot Beetle”.

B/ The last 4 Safari’s had been mud baths – and Beetles go well in the mud.

C/ If an almost standard private entry1300 could get up to 2nd place, The new 1500 with full backing might be quick enough to win in a wet year (In a dry year it would be very different story.)

A team of 1500 Beetles were prepared for the 1967 Rally, this was to be a full blooded effort just like the ’62 event and a second team of private entry 1300 Beetles were also given help and advice . The cars were to be driven by the best VW drivers available and were allocated as follows.

TEAM No 1. VW 1500 Beetles

No 16. B Bengry & J Bradley

No 22. T Fjastad & B Smith

No 25 R Barbour & M Doughty

No 39 E Ruthmann & C McNaughton

No 59. B Ferguson &/ M Stahl (VW AUSTRALIA) Ferguson was a non-starter

TEAM No 2. VW 1300 Beetles

These were unsponsored Private entries.

No 40 M Khan & H Reuter

No 57 C Walles & C Dickson

No 68 S Desai & G Turner

No 74 N Singh Bachu & P Singh Bachu

No 78 P Choda & G Choda

Other VWs in the event were:

No 84 A Singh Gill & T Singh Sembi (VW 1300)

No 88 G Barbour & D Brooksbank (VW 1500)

No 92 J Bhamra & D Parker (VW 1300)

THE CARS

The Safari was historically for Group 1 cars – this does not allow any major modifications to the cars – but in 1967, for the first time in the Safari’s history, Group 1, 2 and 3 cars were allowed to run in the ’67 event. To tune the 1500 Beetles to Group 2 specification Coopers turned to Scania Vabis and Okrasa in Europe for help.

THE ENGINE.

The crank, flywheel, clutch and connecting rods were balanced to within 0.4 gram.

Pistons from a 1500S Notchback were fitted to give 8.5 to 1 compression ratio, these were lightened by machining off the pistons skirts, the flywheel was lightened by 3.5 lbs. and the cylinder heads were gas-flowed and the combustion chambers balanced. Standard valve gear was used.

The camshaft was from Okrasa, most likely an Okrasa Rally grind; this gave 254 degrees duration 8-mm lift and 19-55-54-20 timing. The carburettor was the 30 PICT with the venturi bored out to 26.5mm. The pre-heater pipes to the manifold and the hot air pipes to the air filter were blocked, and the Carburettor insulated to help stop vapour locks

THE CHASSIS.
966 NEW MODEL – NEW DOUBTS

For 1966, Richard Barbour and Mike Doughty had entered one of the newly imported VW 1300 Beetles, there may have been doubts about the new “ball joint” front suspension – was it as good as the old “king and linkpin”? (A debate that still goes on today). In what was another very wet rally, Barbour and Doughty – with only a faulty starter motor to spoil an otherwise trouble free run – splashed their way up to a very credible second place overall by the time the Rally reached Kampala, the finish of the first half of the Rally. So perhaps the Beetle wasn’t dead yet.

Between Kampala and the finish at Nairobi, disaster struck. They hit a rock damaging a track rod and the time needed for repairs dropped them down the field. So out of the 9 cars that finished the VW (with the smallest engine of all the finishers) finally came home in 7th place beating a Ford Cortina GT and a Mercedes 220SE in the process.

What the VW really needed to stay competitive was more power. And it finally got it when, in late 1966, the 1500 Beetle was imported into Kenya.

1967 TIME FOR A RE-THINK

Fjastad, Khan and Barbour’s giant killing acts had not gone unnoticed, for meanwhile down at the Cooper Motor Corporation some one had a bright idea: –

It was as easy as ABC!

A/ The 1500 were being marketed as the “Hot Beetle”.

B/ The last 4 Safari’s had been mud baths – and Beetles go well in the mud.

C/ If an almost standard private entry1300 could get up to 2nd place, The new 1500 with full backing might be quick enough to win in a wet year (In a dry year it would be very different story.)

A team of 1500 Beetles were prepared for the 1967 Rally, this was to be a full blooded effort just like the ’62 event and a second team of private entry 1300 Beetles were also given help and advice . The cars were to be driven by the best VW drivers available and were allocated as follows.

TEAM No 1. VW 1500 Beetles

No 16. B Bengry & J Bradley

No 22. T Fjastad & B Smith

No 25 R Barbour & M Doughty

No 39 E Ruthmann & C McNaughton

No 59. B Ferguson &/ M Stahl (VW AUSTRALIA) Ferguson was a non-starter

TEAM No 2. VW 1300 Beetles

These were unsponsored Private entries.

No 40 M Khan & H Reuter

No 57 C Walles & C Dickson

No 68 S Desai & G Turner

No 74 N Singh Bachu & P Singh Bachu

No 78 P Choda & G Choda

Other VWs in the event were:

No 84 A Singh Gill & T Singh Sembi (VW 1300)

No 88 G Barbour & D Brooksbank (VW 1500)

No 92 J Bhamra & D Parker (VW 1300)

THE CARS

The Safari was historically for Group 1 cars – this does not allow any major modifications to the cars – but in 1967, for the first time in the Safari’s history, Group 1, 2 and 3 cars were allowed to run in the ’67 event. To tune the 1500 Beetles to Group 2 specification Coopers turned to Scania Vabis and Okrasa in Europe for help.

THE ENGINE.

The crank, flywheel, clutch and connecting rods were balanced to within 0.4 gram.

Pistons from a 1500S Notchback were fitted to give 8.5 to 1 compression ratio, these were lightened by machining off the pistons skirts, the flywheel was lightened by 3.5 lbs. and the cylinder heads were gas-flowed and the combustion chambers balanced. Standard valve gear was used.

The camshaft was from Okrasa, most likely an Okrasa Rally grind; this gave 254 degrees duration 8-mm lift and 19-55-54-20 timing. The carburettor was the 30 PICT with the venturi bored out to 26.5mm. The pre-heater pipes to the manifold and the hot air pipes to the air filter were blocked, and the Carburettor insulated to help stop vapour locks………

The Safari Rally Cars Tuning Escapede 2

0

THE CHASSIS.

This had protection plates fitted to the spare wheel well and to the jacking points, a roll cage was made locally from 2″ X 3¼” square tube. The engine was protected with a sumpguard – made from the leaf springs of a Land Rover, attached to the rear bumper hangers and to the forks by the front gear box mounting. This gave good protection, but still let air flow round the sump. Problems with overheating had been found with a fully enclosing guard – even with this leaf spring guard, oil temperatures were in the 120°C region.

PERFORMANCE.

It is difficult to be exact about power output but, working from other tuners data, I would estimate around 55/60 bhp at sea level (where the cars were good for over 90mph), but because most of the Safari Rally is run at a height of 6000ft above sea level, the thin air gives a power loss of about 18%, so the usual maximum was 87mph.

Speeds of over 50 mph were available in second gear, and up to 77-78 in third. This equates to a maximum engine speed of 6000rpm; maximum power was at 4300 RPM.

The rear torsion bars were thicker than standard, and Bilstein dampers were used, not Koni as in previous years. The “Z” bar fitted to the rear suspension was modified to come into action sooner than normal.

Disc brakes were a standard fitment on the 1500, the first Beetle to have them. Most of the cars had the braking system modified with a pressure limiter fitted into the front brake line. This stopped the front wheels locking before the rears came into action.

THE 1967 EVENT

Major car manufacturers were taking the event very seriously. The Ford team, for example, had entered 2 Mkl Lotus-Cortinas and 6 MkII Cortina GTs and they had 36 mechanics mounting service points for their star drivers Roger Clark, Peter Hughes and Bengt Soderstrom.

Finnish Rally Ace Rauno Aaltonen was driving a BMC Mini Cooper but he retired early on when his carburettor air filters filled up with dust and damaged the engine.

The rally started from Jamhuri Park on the outskirts of Nairobi with Soderstrom in one of the new Mkll Cortinas streaking into the lead, his car kicking up vast clouds of dust in its wake.

Bengt Soderstrom was making the most of his number one starting position, for following cars had to drive through clouds of choking dust. Overtaking in these conditions almost becomes a lottery, where faster cars had to drive almost blind through the dust when overtaking slower cars.

The 1967 Rally was later to prove to be the driest Safari on record; this was not good news for the VW crews who needed the mud and the rain that the cars revelled in and in the dry conditions the Fords and the Peugeots were just too fast – they were reputed to be at least 20mph faster than the Beetles.

It is not surprising that under these conditions accidents happened, Tommy Fjastad’s car plunged 100ft down an embankment after he ran out of road near Bura whilst trying to overtake a slower car in the dust – the Beetle was wrecked. The car subsequently caught fire and the petrol tank exploded. Fortunately, both Tommy and his passenger Bev Smith were thrown clear and escaped with relatively minor injuries – it could so easily have been a lot worse.

The dust also had another effect on the Beetles. The cars had been fitted with modified engine bay sealing – extra sealing strips were fitted between the engine and the body to keep mud and water out of the engine. But this did not keep out all the dust – vast quantities of the choking stuff was sucked into the engine bay of the cars by the cooling fans, coating the engine with a thick layer of dust, causing the engines to loose power and overheat.

The torrid conditions were having a marked effect on the usually reliable Beetles. All the Beetles except Bill Bengry’s car had been fitted with electric fuel pumps. As Bill tackled the very rough Nakuru section he came upon Richard Barbour whose car had stalled due to vapour locking caused by the terrific heat given out from his overheating engine, Richard got his car restarted but lost valuable time in the process.

About 20 miles after the next control, Bill’s car stopped when his mechanical fuel pump packed in. He replaced it with a new pump from the spares carried on board the car, but this gave up the ghost 100 miles later when the heat from the engine warped the valves in the pump.

Bill says that at this stage the engine was so hot it was almost impossible to touch anything, they made one good pump from the remains of the two dead ones and went on their way. Only to retire later when a rock damaged the oil strainer plate, the loss of oil causing a big end to go, and that was the end of his rally.

This was particularly cruel luck as he was at that time the leading VW and almost home, the worst of the rally behind him.

George Barbour, in one of the privately-entered cars, was going well until close to Korogwe when he fell foul of some local “pranksters” who thought it would be a good idea to put large rocks in the road on a blind bend – just to see what happened. George hit a large rock damaging a front wheel and smashing the brake disc and calliper. This was later put right, but it had caused other damage that subsequently put him out of the rally. Some things never change – the same fate almost overtaking Carlos Sainz on the RAC Rally in 1994.

The other two 1500 Beetles, driven by Richard Barbour & Mike Doughty and Ernst Ruthmann & Chris McNaughton, finished in good mechanical order – ut well down the field. The best result was 19th 0verall.

The drivers of the 1300 Beetles did very well to finish at all, they were loosing time into every control and were lucky to avoid being excluded for lateness.

COOPERS COUNT THE COST

It was apparent that the Okrasa Group 2 modifications for the 1500 that had worked in the somewhat cooler northern climate were not suitable for the Safari’s tropical conditions. The 1300, with less power and the same cooling system, did not seem to suffer to the same extent.

To be fair, if the weather had been the same as the previous four years – that is, very wet and muddy – all the Beetles would have fared a lot better.

The Cooper Motor Corporation knew this when they entered the rally and gambled on the weather staying wet, it was a gamble they lost. Who knows what may have happened if the weather had been wet, and the Beetles had done better?

This then really was the end. Coopers pulled the plug on financing entries and it was apparent that the Beetle had had its day on the Safari. I can find no record of a 1500S Notchback or a 1600 Fastback finishing the event.

After 1967 no VW Beetle ever again finished a Safari Rally. Not so Tommy Fjastad, he popped up again in 1969 when Messrs Fjastad and Salt brought home an Audi Super 90 into 12th place out of 31 finishers and a well deserved class win – you can’t, as they say, keep a good man down.
Results of the VWs in the 1967 Safari Rally:

Overall

Position Drivers Car
19th R Barbour & M Doughty VW 1500 Beetle
25th E Ruthmann & C McNaughton VW 1500 Beetle
41st N S Bachu & P S Bachu VW 1300 Beetle
43rd C Walles & C Dickson VW 1300 Beetle
47th A S Gill & T S Sembi VW 1300 Beetle

Reason Drivers Car
Holed sump at Meru W Bengry & J Bradley VW 1500 Beetle
Crashed & caught fire T Fjastad & B Smith VW 1500 Beetle
Failed to reach Arusha M S Khan & H Reuter VW 1300 Beetle
Bent front suspension G Barbour & W Miller VW 1500 Beetle
Retired at Mombassa J Bhamra & D Parker VW 1300 Beetle

BIBLIOGRAPHY

Destination Monte Peter Harper
Tricks of the Rally Game Gunnar Palm & Herbert Volker
Safari Fever Nick Brittan
Safer Motoring Magazine
1961/1970

Various Issues
VW Motoring
– 1995

Various Issues 1994
Tuning Volkswagens Peter Noad
VW Beetle in Motorsport Peter Noad

KCB Eldoret Rally 2015 Map Itienary

2

kcb rally
Eldoret Rally Update
eldoret rally
eldoret rally

Entry List:
1. Rajbir Rai/Tim Challen (Ford Fiesta R5)
2. Ian Duncan/Amaar Slatch (EVOX)
3. Carl ‘Flash’ Tundo/Tim Jessop (Evo9)
4. Jaspreet Chatthe/Gurdeep Gugu Panesar (EVOX)
5. Manvir Baryan/Drew Sturrock -UK(Ford Fiesta
R5)
6. Tapio Laukkanen/Pasi Torma (Subaru GVB13)
7. Raaji Bharij/Jasneil Ghataure (EVO9)
8. Jas Mangat/David Israel(EVOX)
9. Alastair Cavenagh/Gavin Laurence (Proton
S2000)
10. Karan Patel/Taussef Khan (EVOX)
11. Pavit Kenth/Raju Sehmi (Evoi9)
12. Jasmeet Chana/Ravi Chana (EVO9)
13. Pierro Canobio/Silvia Frigo (EVOX)
14. Dennis Mwenda/Job Njiru (EVO9)
15. Amaanraj Rai/Kavit Dave (EVOX)
16. Frank Tundo/Tariq Malik (EVO9)
17. Farhaaz Khan/Riyaz Ismail (EVO9)
18. Steve Mwangi/Steve Nyorri (Subaru N10)
19. Steve Gacheru/TBA (Subaru N10)
20. Asad Khan ‘Kalulu’/Mwangi Kioni (Subaru N10)
21. Ghalib Hajee/Bharat Patni (EVOX)
22. Kirit Rajput/Shameer Ole Yusuf (Lexus LX570)
23. Mahesh Halai/Ketan Dinesh Halai (Subaru
N12)
24. Don Smith/ Bob Kaugi (Subaru)
25. Dilraj Chatthe/Dave Sihoka (EVO9 R4)
26. Murage Waigwa/Tuta Mionki (Subaru GC8)
27. James Kirimi/Evans Mwenda (Subaru GC8)
28. Eric Bengi/Tony Gikuhi (RunX)
29. George Njoroge/Linet Ayuko (Subaru)
30. Paras Pandya/Flagun Bhojak (Subaru N10)
31. Hussein Malik/Absalom Aswani (EVO6)
32. Rob Hellier/Douglas Rundgren (Datsun 160J)
33. Sammy Nyorri/Edward Njoroge (RunX)
34. Natasha Tundo/Chantal Young (Subaru N10)
35. Aslam Khan/Farhaarn Khan (Porsche Carrera
911)
36. Chandrakant Devji/ Julius Mwachuya (Subaru)
37. Alex Lairang’i/Anthony Gichohi (Toyota
Sprinter GT)
38. Leo Varese/Kigo Kareithi (Toyota Corolla RSI)
39. Bhupinder Sagoo (Raju)/Azhar Bhatti (Toyota
Ceres 1600cc2WD)
40. Nikhil Sachannia/Salim Khan (Fiat Abarth
S2000)
41. Gurmit Thethy/Harshil Limbani (VW Golf MK3)
42. Geoff Mayes/Laban Cliff (Toyota Levine) 43.
Navdeep Sandhu/Mohammed Salim (Subaru Leone)
44. Kimaru Boit/Albert Kigen (Toyota Celica)
45. Imran Khan/Mohammed Kana (Toyota Levin)
46. Miten Lodha/Kimeli Korir (Subaru N10)
47. Edward Maina/John Ngugi (Subaru GC8)
48. Jansher Sandhu/Faisal Khan (EVO9)
49. Nadeem Kana/James Mwangi (Subaru GC8)

eldoret rally
kcb rally
kcb rally

FOR MORE INFO CALL
+254 703 164 165
+254 731 412 006