Double Trouble

Well its been a while (just over 2 months in fact) that I last blogged anything but there was reason. You see during the month of September I suffered what is known as a '4th Nerve Palsy' which in layman's terms basically means I see double (trouble) when looking to my right as well as looking down. As a matter a caution I sat out for the October and November race meetings and hence there was very little to report back on since then. During this off time it was therefore appropriate that the Datti was sent to the panel shop and was afforded some TLC for all its efforts to date. A damaged cam follower and a worn camshaft was also replaced during the off period. The 140Z did take to the track on the 3rd November (in which it won heat 1) but was withdrawn from the second heat due to a cracked sump.  A new idea is now in the pipeline to overcome such problem in the future.  So too did the 2012 championship come to an end in which the Datti managed a 3rd place for the year in class B.  The 140Z took top honors in class S for 2012.  A season full of gremlins, let downs and disappointments but in the end there was still some small reward for all the effort put in during the year by my 'boet'.

December 2012 saw a scheduled non-championship race being afforded for classics and I made the effort to come down for the last time and just have some fun and once again meet up with all the locals and racers.  'Mr Datsun' had managed in the interim to put together a motor with the last of the spares available for the season.  On the Friday we only wanted to do one session just to see that everything was setup and we got to the track by around 12pm.  A setting of the timing was performed as well as the tuning and balancing of the carbs.  In doing the pre-test checks it was noticed that the oil pump was playing games as it was discovered that the release valve was at times sticking. That was soon sorted but remained of some concern.  I took to the track in windy conditions and at best managed a high 1:30 in the wind and somewhat dusty track but hey it was good enough for a fun day.  As a precaution we had a new oil pump on standby just in case. 

Well as 'Murphy 'would have it we arrived early at the track on Saturday, re-torqued the cylinder head, checked the tappet clearances, checked the oil levels, fueled the car, pumped the tyres and finally fired it up....................again the oil pressure gauge remained on zero.  So with plenty of time to spare the pump was once again stripped and cleaned, the relief valve piston was cleaned and smoothed to ensure it did not stick, put it all back, started up and still no signs of pressure.  So it was removed yet again and replaced it with the new oil pump.   Sorted!!  At least we thought so.
Qualifying was out at 09h45 and although the wind had died down the temperature had climbed into the mid 20's by 10h00.  Try as I may I could best only post a 1:30.5 some 1.3 seconds off my best time.  We now had to wait until 13h15 for our 1st race of the day in some 33 degree heat.

Race 1 was off on schedule and the heat was a bugger.  I managed to stick with the bigger engined cars initially but times were somewhat slower in such heat.  By lap 4 the car was sliding a lot on the 55 degree track surface.  In my review mirror I now had a very determined Toyota Celica whom I had not on previous occasion had the opportunity to go door to door with.  On lap 6 coming out of T5 the Celica and I were door to door down the main straight, through T1 with him holding the inside line up into T2.  I managed to close up and again door to door we went through T2, side by side through the kink and I eventually backed out going into T3 as the outside was not worth the chance or risk.  I slowly fell further and further behind as I felt the car slowing.  By the next lap going into T2 there were signs of a very brief oil light flicker.  On the last lap again going through T2 the light came on and then again going through T3.  I took T4 and once again the oil light flashed and I merely backed out completely with tell tale signs of early bearing failure.  Back in pit 'Mr Datsun' confirmed that it was indeed bearing failure.  I was happy to now sit out having had a stint out on track and my final one for the year.  That's not an option in 'Mr Datsun's' book and with some paperwork clearing and approval of the CoC it was out with the Datsun SSS, down to scrutineering and in next to no time it was ready to take to the track.  I had never ever before raced this car and it was all new to me being the first time.  http://www.youtube.com/watch?v=h4cLteK3Aqs

Race 2 was the last race of the day with slightly cooler conditions to cope with.  I was to start from the back of the grid being in a new car which I did not mind at all.  I was warned in advance that the rear independent suspension setup was not 100% and probably towed out when under load and that it would be twitchy through the corners.  As this was a fun race I had no intention of wringing its neck and driving on the very limit in a strange car so to speak.  At lights out I took it cautiously by not forcing my way through the field.  I waited patiently and then took 2 cars going into T2 only to loose it again as I could not hook 3rd gear smoothly.  No problem we'll try again.  I eventually passed the one or 2 slower cars still battling with gear selection on the down shift but it did get better as the race progressed.  My aim was to at least catch the class B cars and with some luck beat them.  By lap 6 I had them well in sight and was within 40m.  I noticed the catch tank breathing ever so slightly but was no concerned to me of the small amount escaping into the cockpit.  On lap 7 heading up to T2 I was now right behind their bumper and pushed them through the kink and through T3 with hardly a gap between us.  I was now planning on taking them down the back straight and hopefully by T5 I could head for the flag with a stolen class win.  Heading up to T4  and tucked right up the Celica's bumper the radiator water expansion bottle let go and sprayed water which I could see coming out in front of the windscreen and must  have also gone underneath the car putting me into a 180 spin in T4.  My game was over.  It was the second time on one day that I failed to finish on the very last lap of both heats.  http://www.youtube.com/watch?v=DTyKu2jxpLE

With suspected head gasket failure this was indeed 'Double Trouble'.

A great day all said and done and a great big thanks to my boet for making all the effort to get me back on track not in one but two cars on the same day.  I cannot begin to thank him enough for all the dedication and hard work done for me throughout this season but rest assured we'll both be back to do it all over again for 2013.

Thanks 'Boet'

The Datsun P510 - Just why it was so damn good.

I recently found this video made of the P510 BRE Datsun and I soon realized that what was already known, done and achieved on track as far back as 1972 may just put some myths, uncertainties and non-believer preposterous ideas to rest.  Peter Brock of Brock Racing Enterprises (BRE) was a racing fanatic, an engineer with very high standards and along with the help of the Japanese, a superb engine builder,  some very clever thinking and using what was permitted within the Trans-Am series rules eventually overcame the opposition and they went on to win the Tarns-Am series back to back (1971 -1972).

What may not be well known to many was that although the Dastun P510 2-door originally came out with the 1600cc L-series engine, during 1972 it was permitted to make use of the 1800cc L-Series engine (also raced by team mate Mike Downs) in the 2.5 Trans-Am series championship.  It also made use of the Datsun 240Z gearbox among other changes.  However that was not all, it was the unbelievable handling, weight and balance of the car which all added up to being the total race package making it a double championship winner in the capable hands of John Morton.

The attained engine power was not so far off from what we have always believed is and was always possible and even by today's standards using a slightly bigger engine capacity configuration in the B210 Datsun (140Z) and using a camshaft profile which was not available in 1972 it is not that surprising then that it only makes roughly 40HP more than it did 40 years ago at Lugana Seca.  It may just very well be that the BRE team engine builder knew then and may indeed still know more than even what 'Mr Datsun' today knows about the L-Series engine given what they achieved 4 decades ago. 

As it is so aptly stated in the video, it takes a very brave type driver to extract the maximum from these old cars and perhaps it must just be accepted that when you have both combinations in your arsenal as a race package, it usually is simply a cut above the rest.

Having now watched the above video perhaps you may want to spend some more time (26min) watching the next video featuring some original footage of the Trans-Am series history of this BRE Datsun taking on the bigger engined cars and beating them.  After all its nothing new and it indeed still continues to this day.  So what's really changed?

Thanks 'Boet'

A 'Lull' in racing.

The last championship race that we competed in was held in August this year with only the non-championship Ford & Friends event playing host to many in September.  While the event itself  had highlights, the Datti-Brothers can't really say the same.  Both of us were under the spell of a virus which hit both of us hard, long and took its toll in more ways than one.  It soon dawned upon me that this October event was the first time ever that I have not entered for a race in 5 and a half years. Not one!! We've since more or less recovered and are back on the mend but unfortunately there was simply no time to play with our toys during this period of viremia manifestation.

The 140Z is alive, still fires up and is parked in the pit garage 26 but it will need to be stripped in due course so as to inspect what the cause was/is which resulted in a sudden loss of oil during the Ford & Friends event.  The BRE Datsun only suffered a nuisance electrical wiring fault and proved to be the wire leading to the electronic ignition.  That being sorted is as least one race car virtually ready to race other than a complete spanner check and full race prep.

In lieu of all the recent medical set backs we have both suffered and given the amount of time remaining of this season I have taken the decision to call it a day for the remainder of the 2012 season and will look afresh at the 2013 season.  This then affords that the little Datti now be sent to the panel shop for some much needed TLC (after almost a full 2 seasons at every race) where after it will be refitted with its engine, cleaned up and be put up for sale.  It has served me unbelievably well (as best a racing goes) and has been proved by 'Mr Datsun' to give many a bigger engined car a serious run for its money.  Above all it was meticulously prepared for EVERY race event with as much effort, dedication and determination to best achieve a class win as what was put in in all his other cars that 'Mr Datsun' prepares on any given race day and for which I am utmost grateful for.  Hopefully this little Datti will remain in Cape Town for someone else to enjoy as much as I honestly have over the last 2 seasons.

So what's then going to fill the vacancy left by the little Datti.  Well, it will be filled by yet another Datti (what were you now thinking???) but this time with one that has been a long time in the making, planning and has patiently been put on the back burner so that as much authenticity could be garnered over a period of time.  Time has most certainly caught up to us and although many irons are still in the fire regarding parts still being sourced, imported and or hand built we still hope to get a large chunk done this year still.  While many have already seen or heard about this build, it remains one that I have painstakingly researched for the last 4 years and have finally taken the plunge to have it built as close as possible to the original, within reason.  Many original factory parts are truly no longer obtainable and will just have to be as close as is allowed using existing technical guidelines. 

This will be my last race car and will probably stay with me forever.  I intend racing it for at least a season (all depending) and will then contemplate hanging up the helmet and gloves.  For now though there is plenty to do and achieve in these upcoming few months that still lie ahead.

To our fellow race competitors whom we competed against, rubbed paint with and traded places with on the 'black stuff' as well as to all those followers that dedicated their time to come and support us, we both want to say a huge thank you, for without your support and encouragement it can sometimes be a tall up hill.  If time, money and good health permits and most importantly if  'Mr Datsun' can get the remaining car ready in time before the end of the year (excluding the Datti) we may still do it one more time this year.  No promises for now.

Thanks once again 'Mr Datsun' for all that you have already done and hopefully are still going to do 'Just one more time'.

Thanks 'Boet'

Movin On

So, August finally came with the tables somewhat turned as this time around it was the Datti that had now received a new crank, engine rebuilt along with some extra safety measures and it was the 140Z that would take a sabbatical.  All efforts to ensure engine reliability were tried and tested and the motor of the 140Z was now transplanted back into the SSS.  Due to time constraints in getting both the Datti up and running as well as swopping engines into the the SSS there was simply not enough time to build, test and still install the spare motor for the 140Z.  Mr 'Datsun' did say that all things going well it would be ready for the September Ford & Friends event so lets hold thumbs on that one.

So it was just the Datti which I eventually put to the test late on the Friday afternoon.  With a shortage of tyres we had to do with what we had and I decided that in view of the up coming Ford & Friends race I would refit my old 2011 set of tyres and in so doing try and save my 2012 set to last till the end of the season.  Yes, believe it, I stretch them out for as long as possible, swop them, rotate them as I simply don't have a tyre sponsor to fit fresh rubber throughout the season.  The weather was dry and cool and after scrubbing in a set of old and hard used tyres I nailed it for 1 or 2 laps and posted a low 1:30 lap time which I was most satisfied with.  A cool crisp mornings qualifying could produce even better lap times and we left it as such without making any further adjustments.  Instead, we pulled out the braai drum, lit a fire and sucked on a few brown bottles along with some good company.

Saturday morning and 'lekka' chilly with cool overcast conditions a recipe for good lap times, or so I thought.  We prepped the Datti as per standard ritual and took to the track at 09h15 for our qualifying session.  I proceeded to warm the tyres weaving somewhat a bit more than normal.  Halfway down the back straight I opened her up and on change down from 4th to 3rd it simply locked up and spat me out in turn 5 (Cape Town corner).  Somewhat red faced I waited for all other competitors to pass when I took to the track and tried again.  The tyres felt OK but the box seemed strange for a split second.  Having put in only 1 lap and posting a 1:30.1 on my second lap it was all I was afforded as on lap 3 going into turn 2 the gearbox let go, or so I thought and was left with a 'floppy' in my left hand.  Yip, rather useless I'd say.  I coasted to the center of the oval section between T2 and the Kink and waited for the qualifying session to end and to be towed back to pit.  In the interim, a spare gearbox was collected from the workshop.  To our relief it was soon found that the gear lever retaining circlip had broken and disappeared and had dislodged itself from the center shaft.  A quick replacement and test soon confirmed all was ready for race 1 and our luck seemed to slowly start turning.

Race 1 was off at 12h15 with temps only slightly up yet still cool and overcast conditions prevailed.  I had a fair rolling start at lights out holding the inside line in T1, the Scirroco ahead and the Alfa of Dave Alhadeff to my outside.  All went wrong for the 2 big guns up front and with the Scirroco taken evasive action and with heavy braking I was left with nowhere to go other than into Sandro approaching T2.  Luckily it was not a heavy punt and we managed to get out of that situation almost as quick as getting into it.  I held the Scirroco out of T2, through the Kink with me on the outside, the Scirroco now stuck behind the Alfa with nowhere to go.  Pure pressure going into T3 saw the Scirroco back out and I was now lying second.  I gave chase to the Dave who was dumb founded that he was actually leading a race probably for the very first time in his race career.  We crossed the start finish after completing our first lap and I was slowly catching.  Down the back straight we headed and I had a great run out of T4 and tucked close right up and behind the GT Junior.  Half way down I pulled out of the slip stream, held the inside line into T5 and took Dave under braking.  Yes, the Datti was now the new leader albeit for a mere 500m before the class A guys who offed it in T2 had caught up and regained their rightful positions.  I held 3rd place until lap 3 before being demoted to 4th place by the Scirroco and with a now hard charging Alfa was caught by Dave on lap 6.  As hard as I tried I could not regain my position and finished 0.6 seconds behind him at the flag.  A close battle but I needed to pull one back.

For race 2 Mr 'Datsun' asked me some pertinent questions and made the required adjustments he thought would best give the Datti a chance to challenge the 2L GT Junior.  At lights out I held onto my place and already could feel a difference in the pulling power.  Out of T1 we headed in single file, through T2, T3 and T4.  The Datti could now close in on the Alfa and on Turn 5 I stuck it up the inside and took 4 place going into T5.  Dave new my weaknesses but try as he may I was not going to relinquish this place that easily again.  We often swopped places running side by side through T1 and T2 but in the end the Datti was the stronger and came home ahead of the Alfa by a mere 0.4 seconds and thereby giving overall to Dave by a minuscule 0.2 seconds.  A brilliant dice that lasted for a full 8 laps and anyone's chance to win.  Everyone complimented us for that race and deservedly it was adjudicated that the WPMC driver of the day was awarded to Dave Alhadeff for a determined and hard fought class B win.  To say I was overjoyed by it all is putting it mildly.  A better prepared race car could not have been asked for and once again Mr 'Datsun' showed his worth and true brilliance in preparing a Datsun. 

So provided there is enough time to prepare both the Datti and the 140Z we will both turn up for the Ford & Friends event to be held on the 8th September where we willonce again hope to give our best.

Thanks 'Boet'

8 goes into 16 twice.

It has occurred to me on more than one occasion that we must both be mad or somewhat delusional else why on earth do we do this.  As if it was planned come race day during winter months and the forecast is depressing, demotivating yet our entry forms are timorously submitted, our entry fees duly paid and even our cars are prepped.  I think it was Einstein who defined madness stating that it was the doing of the same thing over and over and expecting a different result each time.  I think we qualify.

So this time what was different?  Well for starters, the work load at the workshop received top priority and at no stage was there any intention of racing the 140Z in July.  Some compromises were made and the little Datti did get a run through so as to try finding my reported vibration from the last race meeting as well as the usual full bolt and spanner check.  In the interim I duly submitted both our entries knowing full well that the 140Z was not planned to be raced but should that change at least we were within the entry requirement stipulations.  My Datti was given a test run the weekend before the race and was given the all clear.  It was during that moment that a certain competitor managed to convince 'Mr Datsun' to race after all.  The offer was committed to but again due to work and poor weather conditions during the work week prior to the race meeting the 140Z remained on stands and parked at the track.  Only upon arriving at the track on the Friday at 13h30 for official practice was garage 26 opened for the first time since the last race meeting of 9 June.  Inside we found a red Datsun still up on the stands, wheels all flat and the body work slightly dusty. We collected our documentation, the Datti, wiped the 140Z down, put some sky in the rounds and strode off to scrutineering with both Datsuns.  With our compliance stickers now in hand we returned to the garage and once again parked the 140Z.  'Mr Datsun' had no intention of testing as tyres were on bare minimum and needed to be saved if any racing was to be done.  I duly took my Datti out and once on track soon came to realize that the vibration I was initially aware of was soon back to haunt me.  For some reason  the session was red flagged (later finding out that a competitors car had caught alight) and I returned to pit.  Upon entering pit-lane the session had been green flagged so I simply went straight out again only to come straight back as by now the enamel on my teeth was chipping with vibration.  I thought it was definitely the gearbox as I was now also battling to engage gears.  So it was decided to take the car back to the workshop in 'Montanague Gardens' so as to replace the gearbox.  To cut a long story short it was soon discovered upon the removal of the box that the clutch pressure plate had been damaged and was the result of the vibration.  So it was promptly replaced, all put back together again and we returned to track at about 17h50, parked the car in the garage and called it a night.  Yes, we did not even braai in the cold weather.

As was predicted the rain came in overnight and we awoke to a damp and cold Saturday morning.  We as per usual did our race ritual, made one or two changes to the 140Z based upon weather conditions, fitted the wet tyres to both our cars and awaited for the 09h30 qualifying.  Well it had actually stopped raining by then but the track was soaking wet anyway and the call was the right one for wet tyres.  I proceeded out on track, hit turn 1, exited turn 1 and by turn 2 it was all over for the Datti as we were to later find the crank had broken and for now it was a lame duck parked on the oval.  The 140Z sounding as crisp as a 'Simba Chippie' went along like a surgeon with a scalpel and precisionally set the fastest time on lap 3 putting it on pole by some 5.21 seconds ahead of 2nd placed Neil Hawkins in the 16V Cosworth engined Escort MKI.

Race 1:
It was soon apparent that the rain had held up sufficiently to allow for slicks and we duly made the necessary tyre changes accordingly for race 1.   The game plan was now to be put into action knowing full well that Hawkins had had his rear rims widened to now sport a set of 10" boots and was fitted with sticker rubber.  Yip, brand new boots, again Bob!!  The Z still sporting 6 month old well worn boots.  The Z controlled the pace and at lights out it was a dice to turn 1.  The 140Z held off the Escort and headed towards T2 running slightly wide on the entry. Hawkins saw the gap and slipped through on the inside and lead towards the kink with the 140Z tucked close behind.  Game on.  'Mr Datsun' now watched the ever determined Hawkins try and run away but at every turn his mirrors were filled with RED.  On lap 2 in turn 5 they already rubbed as the 140Z took the low side and tried to make it stick with the Escort making contact.  This time it was not to be and they both afforded each other only just enough to stay on the black stuff.  It wasn't long before a hard charging Hawkins was getting a bit loose in some corners and having to frequently correct the over-steer all while pushing those new boots to their limits.  Still the 140Z filled his mirrors and on lap 5 coming out of T4 a momentary mistake by Hawkins saw the softest of kisses against the rear of the Escort. The 140Z pulled alongside and held the outside going into T5, Hawkins holding the inside line still keeping the 140Z at bay.  On the main straight kink the 140Z again pulled alongside the Cosworth powered Escort holding him all the way down to T1 with the Escort again holding the inside line.  The 140Z had the better drive coming out and was yet again along side the Escort heading towards T2 but still Hawkins held off.  The Cosworth once again hesitated on the apex of T2 and 'Mr Datsun' said enough is enough, stuck it up on the outside of the kink and overtook the Escort, held his line for T3 and stormed off towards T4.  With the Cosworth now in full chase of the 140Z with a set overheated tyres it was literally all over bar the shouting.  The 140Z held of the hard chasing Hawkins to beat the Cosworth 16V by 1.31 seconds at the finish.  That's 2.

Race 2:
We inspected the rear tyres which showed severe wear so much so that we were unable to even swop left with right as the best of the 2 was already on the best side.  We had no option but to go out and put up a determined effort yet again.  Hawkins also came out ready for another round having claimed to have lost 1st, 3rd and 5th in race 1.  Again the 2 side by side down the main straight headed towards the start lights and this time the 140Z out smarted the Cosworth technology and got the run into T1, holding off Hawkins who had now slipped to 3rd and found himself behind the rasping Rotary of Carolin who already showed some serious pace in race 1.  The 140Z headed towards T2, braked hard and on powering out picked up huge wheel spin allowing Carolin to slip through and take the lead, Hawkins now also tucked up close behind the 140Z.  The Escort stuck one up the inside going into T3 and took the 140Z now suffering severely from a lack grip. Down the back straight they went with the 140Z keeping up and even closing in going into T5. They remained in such position for lap 2 but the pressure was mounting all the time.  The 140Z now in hot pursuit again soon found a wide running Hawkins in T2 on lap 3, stuck one up the inside and took the Escort out of T2.  Carolin looked ratty on the kink and 'Mr Datsun' took the liberty of sticking one up the inside going into T3 and took the Mazda rotary as well.  Back in the lead the 140Z now crying out with no grip managed to hold on to the lead with just 3 laps left to go but could no more.  By now the Cosworth 16V engined Escort also cried enough with suspected engine bearing failure.  On the exist of T2 the Rotary got passed a very out of shape 140Z and held the lead until the end with the 140Z finishing second some 2.32seconds behind Chris Carolin.  That's 3.

At the end of the day it was top class racing between all 3 class S competitors and at the end had the remaining crowd on the feet, cheering for some brilliant racing for which they were finally reward with a single 'dounut' by the 140Z in appreciation.

Perhaps not my day at the office but a huge thanks for the superb entertainment and brilliant effort to once again keep 16V technology at bay.  For how long, I really do not know.  With a new set of tyres on the Z I'm guessing the Cosworth clan may have to look for another 0.5 seconds to keep the Datsun at bay.

Well done and thanks 'Boet'

Hot and Cold

Well you may have noticed that for the first time since my blogging I skipped May month as quite honestly there was nothing worthy to report back on.  The 140Z suffered bearing failure while the Datti holed a piston.  On closer inspection it was analyzed to be oil starvation of the center main in the case of the 140Z while on the Datti it seems apparent that metal fatigue was the cause of holing the piston and NOT detonation as was initially suspected.  A great deal of extra careful preparation was put in this time by 'Mr Datsun' as being sidelined on any race day is most demoralizing but such is the nature of the game.  Hopefully all the dedication would finally pay off in our favour this month.

Having had both engines rebuilt, both were now in need of some pre race mileage but being the month of June it is also one of the wettest of the winter season.  As mother nature would have it, the Friday was rained out most of the day and we both were unable to get down to put any decent mileage on but were offered a last minute grace after the last practice of the day to put in all of 3 laps to at least ensure that everything was OK.  That was the total sum of for both cars and would have to make do for qualification the next morning  at 09h00. Another very unusually tradition was broken as we decided that the weather was simply not conducive to tanning meat in the rain and as such postponed such for the first time that we can remember.  (I'm sure some of the bad luck we both encountered the next day was as a result thereof.)

As we were only out to qualify at 09h00 we lay in until 06h45. got out of bed rather hesitantly and started making our way down to the track via the 'Montana-gue' workshop as we still had to find a spare temperature sender unit for the Datti.  From there we hit the track and leisurely performed our usual routine before qualifying.  This also entailed that both cars would be on full wet tyres as rain was far from letting up as yet.  With quite a few car withdrawing for different reasons the field was a little thin but what the heck, this was weather for ducks anyway.  The rain let up slightly and we managed our qualifying in the wet and slippery at 09h45 with the 140Z being place on pole and the Datti down in 5th with a 1:48.9.   Soon after qualifying it started to rain some more.  So we left the cars on the full wets and passed our time waiting for race 1 which was due off at 11h30 but due to all the delays eventually only got underway at 12h45.  With just minutes to spare before the first race, 'Mr Datsun' suddenly decided at the very last minute to go onto full slicks which we managed to somehow do but with no time left we left the Datti on full wets which would turn out to be the wrong decision.  Too late, snooze you lose as they say.

Race 1:
Due to all the lengthy delays, the rain had held up and a dry line had started forming around most of the track and by the time we had done our 2 lap warm up it was inevitable that the full wets were now useless to say the least.  What the heck, I would give it my best even if it meant I would destroy a set of tyre in the process.  At lights out the 140Z felt strong yet the Cosworth powered Pinto had the legs going into T1 with the 140Z hot in pursuit.  Further back the Datti did its best to just hold on to getting into T1 with the rest already hunting down the Datti like a pack of ravenous wolves.  By lap 3 I was dead meat and even the class D cars were passing me.  Meanwhile up front the 140Z was in a duel of serious note and had his hands full in keeping up with the Escort, that of Neil Hawkins.  'Mr Datsun' played a waiting game sussing each move out and on lap 5 tried to make his move on lap 5 but was too hot going into T3 which left him with no option but to back off.  This mistake resulted in that the back end of the car getting light and unsettled the car too much putting him into a 360 spin coming out of T3.  That put paid to any chance of a win and the 140Z had to settle for 2nd place some 5.02 seconds behind the 16 valve Escort.

Race 2:
With the weather having cleared of rain for now it was safe to assume the use of slicks yet again but the clouds were once again threatening from the south.  We managed to get underway at 15h20 some 1 hour later than scheduled but hey there was no rain and that was OK with us.  This time the 140Z would start from 2nd while the Datti (now on slicks) would start from 10th place.  At lights out the Datti was off the mark like a scolded robbers dog and by the time I hit the start finish line I had already made up 2 places with T1 still to come.  The 140Z meanwhile was again out-dragged going into T1 but this time there would be no mercy shown.  They were tucked up nose to tail looking like a convoy with the Datsun now being severely held up in T2, T3 and T4.  The Datti again found another 2 places coming out of T1 and by T2 was already up into 6th place.  The chase was on to try and make up some time but catching the Alfa and Zakspeed Escort up front was one thing, passing them would be something else.  Lo and behold on lap 4 with a slowing Zakspeed going into T5 and the Alfa following his race line I dived low and passed the Alfa out of T5 and then passed the Zakspeed down the main straight leading both into T1 again.  I managed to hold on until lap 6 when somehow they eventually both passed me yet again and I was relegated to finish 3rd in class B for the day. Meanwhile the 140Z now on lap 2 had decide were the weak point was and closed in on the back of the Escort going into T1.  Almost touching they both headed towards T2 where the Datsun made his move to the outside and out braked the Escort into T2passing him on the outside.  Through the kink the both drifted and by T3 the Datsun was already pulling a gap.  By T4 it opened some more and the chase was now in full reverse.  This endued for another 2 laps when suddenly the gear lever on the Escort snapped off and that was game,set and match no tie breakers.

And so ended a weekend of drama, uncertainty, jubilation and chilly weather with both Datsuns still in one piece and which will live to race another day.  A huge thanks to my 'boet' for making all the effort and sacrifices to ensure that both cars could make the grid and most of all that we managed to have fun while putting on some enjoyment for those die hards who came out and supported the days racing.

Thanks 'Boet'

Seconds out, round 2.

April 14th and time for the 2nd round of the classic car championship.  With the first round being officially declared null and void due to administrative issues I am not sure of how this is yet to all play out in the end.  What I do know is that slowly but surely its becoming more and more difficult to compete in an ever declining field let alone the personal costs associated with it all, yet I choose to continue for as long as I possibly can, making every sacrifice I can to do what I love and more importantly to spend time with my brother.  This weekend would be no different although in some ways it was.  My Datti was made race  ready as ever which included having to obtain a spare piston (yes times are tough), new rings, bearings and such like after yet another engine failure in March.  In between the SSS was made race ready as well and taken to the track but was eventually decided not to be raced for personal reasons.  I tested on the Friday in somewhat unusual very hot berg wind conditions which resulted in a rather high temp at first and also proved a very sluggish session.  A few minor changes were made to the Datti and by late afternoon the air temperature had cooled and better results were seen.  We left it as such and ended off the day with our traditional braai which lasted into the night along with some dear friends and racers as company.  All weather sites forecast rain for Saturday, something I personally dislike on any given race day.

Up early as is now customary we were greeted by cool and overcast conditions with a good chance of rain but for now it was still at bay.   We prepped  the Datti as best as we could and qualified 9th out of a poor 18 car field, yip as I said earlier, an ever declining field.  Our first race was off at 11h00 and was behind the Escort GT of Jaco Lambert with his dad Arnold in the RS2000 on my inside.  With the rain still holding off we were underway and at lights out I kept the RS2000 at bay while I concentrated on the Escort GT in front of me. By halfway heading up to turn 2 I managed to outbreak Jaco going into T2 and held on with a very tail happy Datti showing a pair of heels to the Escort GT.  With no further action I held on this position only managing to post a best 1:30.5 and for a brief half a lap was rattling a Perana V8 on its debut outing but he managed to pass me effortlessly on the back straight which left me out alone and finished some 6 seconds ahead of my closest rival at the flag.  I do undoubtedly believe the 2 Blue Ovals were not at full cry at any stage of the race.

Race 2 had all the signs of rain and yet it still held off.  I was now starting behind the Sirocco of Biccari and at light out briefly held onto his bumper but proved too strong on the straights.  Two laps latter it stated raining.  I had been caught out in that as the weather had further cooled I adjusted the tyre pressure 0.5bar higher than the first race to compensate for the cooler track and this would prove disastrous in the wet.  Initially the times although slower were still OK but by lap 5 it had started to rain even harder bringing all the road muck to the surface which simply became an ice rink.  Competitors were either going on straight or spinning in corners.  Soon the tides turned and the FWD feast began.  Knowing my only real competition had only survived 2 laps in the first heat I was assured of a class win no matter where I finished and instead I tried my level best to keep this ice skate on the ice rink without spinning off at any stage.  Admittedly there were even class C cars who managed to pass me, spin and regain onto the track and finish ahead of me but I was in a different thinking pattern.

And so ended another day at the race track.  My real concern is when is it going to end.  I mean this literally as I cannot see an ever declining category being afforded track time with so few cars without some form of concern at higher echelons.  Either a major change is going to have to take place so as to have fuller grids else I suspect that the writing may be on the wall.  At least this is what I personally suspect could still happen.  That is something which I unfortunately have no control of and can only hope that change is sooner rather than later or even never.

Although the Datsun SSS was not raced by my brother it still had to do duty as our fellow friend and racer in yet another Blue Oval broke a crankshaft during the first heat. The Datsun SSS was kindly made available for him to drive in the second heat.  Unfortunately rain, a wet track and a unfamiliar race car are not a good combination on track and Trevor in his wisdom decided to play cautious and pulled it in before any mishaps could occur.  What a good heart and kind gesture boet!!

As ever the Datti lived up to it former performances albeit one tooth out on the camshaft and in slippery and wet conditions.  Mr 'Datsun' will make the small adjustments for the next race and we expect an even  stronger performance with the provision its remains dry.

My sincere thanks for the all the dedicated efforts go to my boet to ensure that I have never ever arrived to find my race car not ready to race. Give that man a Bells!!

Thanks 'Boet'

To be, or Not to be.

Well the 2012 championship season finally got underway for us albeit on a slightly wrong footing.  By that I mean that we suffered quite extensive engine failure on the Datti on the Cape South Easter weekend (2 in fact) while the 140Z was of a slightly lesser nature, it too required attention, besides minor body work repairs.  We thus resigned ourselves to the fact that both time and money were not in our favour and we would have to make do with what we had.  As such, it was decided to rather park the 140Z and rather race the SSS as it would save some time in getting it more or less race ready as well as provisionally accept that class S was no longer which suited the omission of the 140Z.  That's another story for another day.  As for the Datti, well we only had our last A14 block left and had to best prepare it to be as competitive as was possible.  'Mr Datsun' best applied his mind and truly produced another gem of an engine.  All that was left to do was some suspension adjustments and ride height settings on the SSS and we were ready to go.

We gave each car a test run on the Friday midday session and I was satisfied with both the setup and lap times even although I was unable to break a 1:30.  The SSS on the other hand showed signs of brake inefficiency and clutch problems.  Not wanting to spend hours looking for the fault it was decided to rather replace the clutch slave cylinder as it was still the original from the car while the brakes were bled all round.  Thereafter both the clutch and the brake pedal felt fine and we would now have to wait for Saturdays qualifying to see the results.  Was it to be?  We at last settled down to our traditional braai along with some stalwarts and die-hards eventually finishing up around pumpkin time.

Saturday saw us classic car guys having to sweep the track as we were first up in qualifying.  We did our usual prep work and just got on with it.  The weather was perfect for racing and on my 4th lap I peddled the Datti down to 1:29.8 which I was satisfied with given what we had and thereby placing me 2nd in class B and 7th on the grid.  It afforded me a realistic fighting chance, but was to be?  Meanwhile the SSS showed an improved pace and managed a 1:26.05 placing him 3rd on the grid.  'Mr Datsun' was not overly joyed with the brakes and clutch but felt that it should last for the day.

Race 1 was first up at 10h00 and our usual rolling start was done.  Having tucked up to the Scirroco of Biccari I kept the Datti in with chance going through both T1 and T2 but soon fell prey to the Zakspeed of Jeptha.  Not giving up I watched as the Scirroco ran wide in T5 and again in T1 on lap 1 and thought I had an outside chance of catching him should he slip again.  In the interim I had the Datti now well in the low 29's  eventually posting a 1:29.0 on lap four but coming out of T3 I could hear a bearing knock.  I slowed on the back straight and pulled off before it had any chance of destroying my last engine. Meanwhile the SSS was up there but slowly falling back as the 2 front leader headed off into the distant.  By lap 4 the brakes had faded and had to be left foot pumped to ensure just enough brake at the end of the straights all while the clutch required double clutching to engage gears.  Mr Datsun held on for another lap and in turn allowed the MkI Escort of Hawkins through going into T5.  In reaching turn 1 on lap 6 there were no more brakes and the double clutching was no longer effective but somehow managed to allow 3rd gear to be hooked.  The revs climbed, the rear locked under compression and the rear stepped out with a very capable Nismo unable to catch it and spun coming out of T1 where upon it stalled in the middle of the track.  A frightening few seconds past by as the rest of the field charged by eventually allowing him to exit the car and miraculously push it himself off the track and in so doing preventing a red flag situation.

On his arrival to parce ferme he confirmed that the Datti had indeed run a bearing which put paid to the rest of the day.  He too felt that the brakes and clutch on the SSS was not repairable and we thus both called it a day spending the rest of it in T3. It was NOT to be!

We have now both sat down and worked through what needs to be done going forward on both the SSS and the Datti but again time is the determining factor. As such the Datti may not be ready in time for the next race in April.  The SSS will also need a different approach but of even greater concern is the 140Z.  Will it race again and if so, where and by whom?

A brilliant little motor was prepared which really impressed me for the first 4 laps but ultimately, it was also NOT to be!!

Thanks 'Boet'

When you're HOT you're HOT!!

It was a long wait and one that was in some ways a somewhat of a let down.  A lot of work had be done and prepared for in order to make the annual Cape South Easter a success. What we did not truly anticipate was the exceptional and persistent hot weather conditions that prevailed and remained with us for the entire weekend.

Everything started going pear shaped from early on the the Friday morning already.  It started off with the Datti which had a brand new motor and had never been run before.  I managed to leave the pit lane and got around T1still weaving to warm up an old used set of tyres, got through T2 and headed for T3 still warming the brakes but but T4 there was a rumble in the 'Jungle' whereupon I pulled off on the back straight with a rod hanging out the block.  Inexplicable and perplexing but disheartening non the less.  Luckily I had the spare ready and waiting and we merely proceeded to swop the motor in the baking heat.  It took us a little over 90 minutes to be up and running again but I chose not to do any further testing in the heat and rather awaited the last session afforded to pre-77 cars just so as to get a heat cycle into a new set of slicks.  The 140Z was race ready but the jetting was not right and required a leaner mixture to what is normally used.  A small change was made but proved not any better.  We left it a such a would again test in the early morning session which offered cooler testing conditions.  As per usual we ended the evening off with a pit 'braai' and called it a day just before pumpking time.

Saturday was as per usual bright and early and a stinker was always on the cards.  Both our Datsuns were cleaned down, washed and polished.  The 140Z on the other hand never made qualifying as on the out lap and again on T4 the dry sump pump seized and snapped the belt leaving the 140Z stranded on the back straight.  It was soon evident this was going to be a very testing weekend indeed.  We stripped the dry sump pump cleaned up the internals and put it all together again and started up.  It all seemed OK and we duly refitted the radiator, front scoop and under tray.  A retest again saw the pump seized up and again broke the belt.  Again we stripped the lot and removed the pump this time finding a piece of metal which proved puzzling . In desperation we called upon a fellow racer who also uses the same type pump on the oval and the internals were all replaced.which proved to solve the problem. We refitted everything.  This time we removed the tappet cover.  We soon found that the timing chain although still in one piece was slack and that something was wrong with the timing chain tensioner.  This required that we had to take the car to the workshop and strip the engine, which we did.  The ugly situation soon revealed itself when it was diagnosed that the tensioner rubber had broken off and the metal part upon which the rubber is mounted had been extended beyond its norm and had rubbed up against the timing chain which then broke a half link at the circlip and resulted in the tiny piece LUCKILY falling down into the scavenge side of the dry sump pump and  got somehow logged in the pump.  A further test of patience was then put to us as nowhere could we find another half link to repair the damaged timing chain and no spare chain was available.  Plan 2 was to now tow the SSS from the track to the workshop and remove the half link from there and repair the chain in the 140Z.  Finally we were ready and only got back to the track at 18h15 that evening.

In between all of this earlier on in the day I was ready with the Datti but the heat was rapidly climbing and our first and only race of the day was at 12h15 in the scorching heat.  Heat 1 was as per usual a rolling start with some 39 cars on the grid and having put the Datti on 19th on the grid it was going to be a hard task to perform under these testing circumstances.  At lights out the Datti was as nimble as ever and squeezed past the Zakspeed Escort of Jeptha albeit briefly until the back straight. With not much to write home about other than a rather unusually higher engine temperature of 90 degrees I somehow gained 7 positions and finished in 12th place overall.  We called it a day and once again tanned a bit of meat with some welcomed liquid refreshments that evening.

Sunday, normally a day of rest but this time it was a day of test we dragged our already sore bodies back to he track and used the early warm up session to test the 140Z.  Everything seemed OK although the A/F ratio was still way too rich.  A quick consult with one or two fuel boffs and a further decision was made to go leaner and make further changes to the timing.  At last we were now both ready for round 2 of the races which was first off at 09h45.  Unfortunately the 140Z had to start from the back of the grid.  Again a rolling start was done and the Datti was off the mark like a robbers dog.  In the interim I picked up a huge dice between myself and the 2 litre class A Sirocco of Sandro Biccari and managed to hold him off until the flag this time with the temperature now at 95 degrees.  The 140Z still had more plans for us as on lap 3 after charging through the field like a hot knife through butter the head gasket cried ENOUGH.  So we again removed the cylinder head, prepared the block and the head surface and replaced the head gasket.  We went back to our last known working jetting, re-adjusted the timing and now awaited the last and final race of the weekend. 

It all finally came to a head with the last race being red flagged on the first lap which meant we had to reform back on the starting grid in our original positions and HEAT SOAK was about to come into play.  Sitting in an outside temperature of 37 degrees is no fun and the internal heat must have been close to 50 if not more.  After what seemed like an eternity sitting on the grid with the Datti now in 9th grid position and the 140Z again last on the grid we were finally underway.  The 140Z cut a scathing path through the field like a demon possessed and within no time found himself up in 2nd place hunting down the top dog.  The Datti was by now taking serious strain as the temp gauge started heading towards the 105 degree mark. On lap 4 down the  back straight I could feel her tightening up and I simply pulled off into parc ferme inevitably overheating the engine and running bearings.  The 140Z still soldiered on eventually posting the fastest time of the race at 1:23.8 but alas could not close down the leader within time who too suffered overheating as plumes of  smoke were now also evident towards the final laps.   A great comeback but an even taller price was to have been paid when in parce ferme the 140Z simply stood there and cooked itself to destruction.  The final tally was 2 A15 engines and 1 L20 engine toasted.  We finally packed up, headed for home and before the sun had gone down we were both in dreamland.

Thanks 'Boet'

Time is Tight

With January already fast approaching the end, the same cannot be said about the amount of work 'Mr Datsun' has been doing throughout this entire month. As I alluded to in the previous months blog post, the modifications done to the old SSS to now resemble the 2-door 1970 BRE Datsun is something remarkable.  A lot of work was done in order to finish it in time so as to be part of a car display and also as a form of promotion for the upcoming February Cape South Easter event to be held on 4 & 5 February 2012.

2-Door 1970 BRE Datsun P510  (Click to enlarge)

The car will not be taking part in the February event as some mechanical desperately need refurbishing and suspension changes also need to be implemented for competition use.  The head which was damaged during early 2011 was miraculously salvaged but needs some more work for serious racing.  Also there are still some race parts awaited for the engine refresh and should be fitted during the 2012 season which will also make a difference. As such, the Datsun 140Z will have to step up to the grid and do duty for the Cape South Easter event.


As also alluded to in last months blog post re the Datti, I afforded it some TLC in November while much of December was spent redoing the power plant in preparation for the 2012 season.  I never ever realized how much effort goes into building a race engine.  Dummy setup, measure, strip, modify, assemble, measure, strip. It was not all a walk in the park as we always seem to somehow expect with parts, settings and adjustments testing 'Mr Datsun' to the 10th degree including his patience and sleep.  The final adjustments are to be completed by this coming weekend of the 28th and should be race ready and awaiting his rather backward 'GITS' owner who arrives closer to the time of the event.

1971 Datsun GX B110  (Click to enlarge)

Now sporting a set of Mini-Lights for the new 2012 season with a fresh set of 'boots' should help to get off to a good start to the season but as with any form of racing, one can never be too self assured.  The proof will be in the following.

The little GX will now sport the A-series A15 engine, twin Dellortto's and a modified race clutch kit which should perform well according to those in the know.

As always, THANKS 'Boet'