Revenge of the GREMLINS

Well since the last update I can confirm that the camshaft was indeed stripped and that having eventually stripped the motor it was soon discovered the reason why the motor would not turn.  Overnight the engine had obviously cooled and at some time the valve seat had dislodged itself and fell out preventing the valve from closing and as a result prevented the engine from turning.  So, we replaced the camshaft albeit with a different specification to what we normally use, re did the cylinder head and fitted new valve seats and put it all back together.  Admittedly the motor sounded crisp and as fresh as ever and at last we ready for our April race.

I arrived in Cape Town on the Thursday afternoon and we headed straight to the track for a testing session,  something I've never before done but with all the public holidays around, this time was somewhat different.  We set the tyre pressures and headed out.  This time we also connected up an AFR meter to take the guess work out of jetting the carbs.  By all counts the car pulled very strongly out of the corners but simply had no top end and would not rev cleanly to 8000RPM.  We made a few adjustments and re-jetted the carbs as per AFR indication.  Our second and last session at about 17h15 again proved unsuccessful and again we re-jetted as well as made some further setting changes.  We then left it as such and would again try on the Friday.

Friday morning we arrived early, setup and fueled up and did the first test session at 10h45.  After only a few laps it was clear that this motor was not on song and would now no longer rev past 7000RPM.   My 'boet' had in the interim also decided to rest the 140Z and had dusted down the old 'boxy' SSS and decided to give it a go on set of 2 year old hardened tyres.  Everything sounded OK and hey the ol' 'boxy' was as crsip as a fresh lettuce leaf.  Soon after his session, Mr 'Datsun' made a call and we finally agreed the camshaft was wrong on my Datti and we headed for the workshop and pulled the motor (again) where upon we replaced the cam with our preferred tried and tested own specification.  By 14h45 we were back at the track ready for one last session of the day which was only at 17h15.  By then the temperature had also cooled down and offered us a fair chance.  This time I could clearly hear the difference as well as feel the difference in performance as she once again hit the 8000RPM with ease.  Although she pulled well the times were on the wrong side of 1:30 but I was happy and felt I was still in with a chance.  However, the gremlins were still out to hamper our efforts when I soon discovered that it kept jumping out of 4th gear along the back as well the main straights at about 6800RPM.  In addition our jetting was again way out since changing the camshaft.  We again made jetting changes for qualifying and packed up for the night which ended with our traditional 'pit braai' and liquid refreshments along with some regular mates.

Saturday was up at sparrows as per usual and our day began by making final adjustments to the Datti.   Both Datsuns were fueled and ready to do our thing.  The SSS managed a somewhat slower time of 1:27.4 securing second place on the grid while the Datti only managed a 1:30.4 still some 2 seconds of pace.  What the heck, I was here for a fun time and settled to the fact that we had done everything we could and we had to use whatever we had to our best advantage.  Race 1 saw the SSS slowly slip down the race order and was out done by the V8 Capri Perana, the BMW MLE 530 and worst still by 2 Scirocco's who were both blindingly quick.  The Datti on the other hand landed up with a brilliant dice with Dave Alhadeff in the 2 litre Alfa GT Junior which I lead for 3 laps and in the interim managed my best lap time of 1:29.9 for the day but on lap 4 I now had 3rd gear jumping out as well which eventually allowed him through .  I was now having to drive with only one hand having to hold it in gear in both 3rd and 4th through the fastest corners on the circuit and cost me some time.  Dave drove well and held on to beat me by 0.7seconds at the chequered flag.

Race 2 was not as good as the first race as the tyres on the SSS had eventually cried enough and there was simply no grip left at all which eventually spat him out on turn 1 on the second lap leaving him stuck in the thick loose sand.  He eventually go out of the loose sand and finished the race but in an unusual 10th place.  I have a feeling this 'boxie' SSS will have to be taught a lesson as to who is the BOSS.  Maybe next time.   As for the Datti it was also not our best outing as I was again head of Dave off the start and lead him until reaching the back straight were here came past me and that was the last I saw of him.  The Datti had started breathing quite a bit signaling the start of ring failure.  The Mustang of Ferdi Snr was soon catching me and in lap 6 managed to overtake me on the main straight.  I managed to catch him in turn 1 him pulling a slight gap up towards turn 2  but I managed to hold him on the outside of turn 2 and passed him through the kink.  This lead I again held through turn 3 and turn 4 when once again on the back straight he passed me pulling at least 2 car lengths on me.  The heavy weight V8 hit the brakes at about the 75 meter mark but hey the Datti only throws out the anchor after the 50 meter mark and again I caught him going into turn 5 coming out side by side with the Datti on the outside.  On the main straight he again pulled a gap and crossed the line ahead once again but lo and behold I was not going to give up this chase.  By turn 1 I had again caught the Mustang and held on to him with me on the outside of turn 1 this time with him now on the outside heading up to turn 2.  I managed to again out brake him going into turn 2 and I got through and ahead of the Mustang and opened a reasonable gap through turns 3 an 4.  The Mustang fell further and further behind apparently due to a slipping clutch but at the end of the race the Datti had managed to be the victor of the dice and a brilliant clean scrap it was indeed. 

I was most satisfied with the days racing even although I knew we can do a lot better.  On this day it was not to be (not for a lack of trying) but it was great to once again be involved with some close racing.  All this would not have been possible if was not for the sheer effort and determination of Mr 'Datsun' who insisted we try harder and opened up his workshop to remove the engine and make the required changes to at least compete with some saving grace.  As to what we do from here is now unknown but I do still have plans for the rest of the season as does 'Mr Datsun' still have some unfinished intentions with this little Datti and I therefore await with abated breath the next move. 

Thanks 'Boet'

Beaten but not Broken

The weather Gods were on our side this time around and glorious sunshine was bestowed upon all the racers for the past September event. The fence perimeters were filled with festooned spectators cheering their heroes on and applauding there achievements. This can only have been heaven. Then I realized no, wait a minute, this is Killarney, home to the Western Capes local racing fraternity and I was to be apart of this spectacular event.

As we've grown accustomed to there was again no qualifying for the 'classic car' guys and a draw was again done by drawing from a hat. Here I was less fortunate in that out of ten class D entrants I was drawn 10th putting me right at the back of my class. I took it on the chin determined as ever to fight my way honestly and defiantly to the front. Racing was off at 09h55 and was done as per usual by a rolling start. Already 2 places were not filled giving me a slight upper hand and as the lights went out the Datti was on full song. By the exit of turn 1 I had moved into third position taking Billy Matthee in second place going into turn 3. By now Jaco Lambert in his rejuvenated MK1 1760cc Escort was still in 1st place after starting in pole for class D. No matter how hard I tried there was simply no way I could close the gap posting a best time of only 1:34:3. Simply too good on the day. However Mike Napoli had other ideas with my Datti and hounded me for a solid two laps. I managed to sell a dummy on lap 5 going into turn 2 causing Mike to lock up and spin onto the outside of T2. The pressure was at least off for now allowing me to finish in second place 1.7 seconds ahead of Billy at the finish.

The second heat was no different even although I now had 2nd place on the grid next to Jaco which was a reduced race to being 6 laps only. At the start I was right up there but again Jaco was just too strong. This time Billy was determined not to let me go and run away ahead of him. I managed to hold him at bay for most of the race even although I seemed to be getting slower and slower as the race progressed. Jaco knew he had the upper hand and actually ran almost 2 seconds slower in the second heat making it more spectator friendly. Eventually by lap 4, myself in the Datti, Billy Matthee, Dave Alhadeff, Johan Swart and Jaco Lambert were all grouped together running side by side through turn 4. Again the bigger boys in their 2.0 litres opened a gap down the back straight with Billy almost inside my boot. I managed to hold him off until the last and final lap when coming into T5 Billy chose the inside line and slightly out braked me allowing him to have the inside coming out of T5. A charge for the finish line saw Billy beat me by 0.07 seconds for a deserved and well earned 2nd place. I finished in 3rd place but due to the time difference over both heats I secured 2nd overall for the day. Great driving and close racing was thoroughly enjoyed and rates as one of my best races to date.

No doubt the Datti will need a bit of TLC in the engine compartment before the next race to get just a few more ponies out and keep the vultures at bay.

The Datsun SSS was a little less lucky as she had huge competition to deal with in the likes of Granada Parana V8's, Chev Can Am V8's, Capri V6's not forgetting the very quick Mazda rotary and also the very quick VW Scirroco of Jannie Matthysen. All said and done he finished a respectable 6th. However all weekend from the Friday he battled with performance and no matter what, could not get below a 1:27. Although all the times appeared to be approximately 1 second off pace this is simply not good enough for Martin. He wilol no doubt be making changes to improve those times. An oil leak (drop) from the gearbox resulted in that he withdrew from the second race (highly peeved off) and spent the rest of the day as spectator in turn 3.

All in all it was a brilliant day at the races having also met some of the great forum members on the Thursday night, as well as on and during race day.

Once again I pay my loyal respects to my boet for preparing an 'as always no matter what' competitive little Datti 1400 GX Coupe.

Thanks 'Champ'

Hurry Up & Wait

Yip it's August and you will not believe this quirk. There was NO DAMN RAIN. For 5 solid race meetings it threatened, it rained and was cold and terrible at times. The only month Classic Cars are given off and that I don't have to fly down to race.....bye bye rain. If only I still had any toys left in my cot!!

I somehow still remember as a young boy watching the movie with my dad called "Le Mans". There was a section in the movie just before the start of the actual race....there was deathly silence.....then perhaps a pushing of a button.......silence again.......Steve McQueen looking at the clock........silence..........back to the clock with the minute hand edging closer.........silence again.........(it seemed like an eternity) and then bang they all roared off. It feels as if I'm reliving the whole sequence again in slow motion.

Well not much if anything was done nor has happened since the last race and I'm sure by now the head and block of the Datti must be badly rusted and corroded from all the standing. Hopefully all the rust and corrosion will be removed just in time for the next race which is only in September. Now if my calculations are anywhere near correct, I think September and October will be the last two official races in the classic car championship. I am of course aware of the pending race in December but don't think it counts towards any championship points. If that is however the case, I will still have my work finely cut out.

Martin on the other hand has had a rather torrid and busy time. Firstly he decided to partake in the 'All Tar Rally' during July with the 200 SX and although he put up a show, rumour has it that the SX now has a slightly shortened front-end. Luckily the next race in the SX is only.......well a long time away. In the interim, having endured all the questioning and gossip around the Datsun SSS, he finally did his magic within the power train department again, wiped her down, oiled her up, made a few adjustments to the suspension and it seems as if she'll be ready to 'kick ass' again come 6th September.

In the meantime I'll be taking another month off patiently waiting for the next race and hopefully by then the price of racing fuel will also have returned to R120.00 a drum.

Oh, and I know you'll do your best again with my Datti boet, so just in case I do forget........

Thanks 'Boet' my Champ!

In Full Suspension

The month of May is a rather quiet one for us 'classic car' racers simply because there is no race for classic cars this month. Somewhat boring all said and done.

Well OK, while there is no on-track work, there is quite a bit to do off-track to both the Datsuns (SSS and the GX Coupe). Firstly the SSS is rather tired and really needs a lot of work to get it back into full race trim. For one the engine needs refreshing (rings and bearings) for a start and the rear suspension needs some work as well. Tyres are still reasonable but ideally a fresh pair would do nice. Unfortunately the budget is simply not enough to do everything all at once. Also remember there's a Nissan 200SX as well which must be tweaked to do REAL battle in Clubman Cars. All a trifle much when the only real sponsor is the back pocket (Mr Wallet).

As for the little GX Coupe, what can I say? For one, the front suspension really needs some serious work done soon as she's rolling a little too much nowadays around corners and is definitely rubbing down on the tyres under braking. The little 1400cc engine is now going on for 11 months without a hiccup or misfire and will sure need a little refreshing very soon. Unfortunately the same problem exists as above with Mr Wallet. On a more positive note, the reliability and endurance that this motor has performed to is absolutely gob smacking to say the very least. Currently I am now 17 points clear in class D and lead with a comfortable cushion between second place, while overall I am currently lying 2nd in the championship. While this is not in any way important nor what I am all about, it is very reassuring to know that this little Datsun GX Coupe is super competitive in it's current class and format, all while I have yet so much to learn as far as being a race driver is concerned. For now I just wish to continue on this learning curve in my first ever full race season and ideally want to finish the season well which I know will mean the WORLD to my 'Boet' whom meticulously prepares my car for each race.

Rumours are that some class D competitors have already rebuilt engines with even more power, are changing gearboxes and diff ratios and some have or are even building complete new cars to be more competitive in this class. For now though I'm still safe. For how long, I don't know!!

So, while May month appears to be all quiet, behind the scenes it actually seems many are busy with serious preparation for the upcoming races which lay ahead. June and July months are going to provide some really interesting and competitive 'Classic Car' racing. Till next time then.

Thanks 'Boet'

Un-Stoppable but Almost

It always happens. Every time I go down to Cape Town for a race event, you better believe it - it will rain. This past Saturday again lived up to expectation but my weather judgement, positive thinking and as always determination to get a dry race won the day over.

However the Friday threw a few curve balls of its own and had its moments of 'patience testing' in which and I almost gave up and retired the Datsun 1400. The first practice session resulted in producing a left front damaged brake calliper causing me to almost loose it in turn 2. I cruised back to the pits and Martin subsequently removed the calliper and made arrangements for it to be overhauled at a nearby brake repair workshop. That was sorted , replaced and back in business ready for session 2. Lo and behold that session also resulted in disaster because of low fuel and again I could not post a reasonable time at full race speed. I further managed to squeeze a 3rd session with the Clubman Cars practice session which, you guessed it..... again ended in disaster with the same left front calliper failing and had me going around turn 5 at a speed I never dreamt of. Once again I safely returned to the pit area which was now at 17h30 and most if not all businesses, scrap yards and repair shops already closed. Martin once again removed the previously repaired brake calliper and smoke started bellowing out of his ears from an intense thought process which was taking place deep within his cerebral cortex. It was at this point which I stated, "I think this is a subtle message telling me to withdraw my race entry". Ja right, it's not that easy with Martin around. I somehow remember my motivational pep talks to him at the last race of the last season. This time it was his turn. I also recalled a recent famous comment by president Thabo Mbeki stating 'Crisis, there is no crisis'? A phone call later and some unknown terrestrial was on his way from the Northern suburbs to deliver not one, but two front brake callipers for a Datsun 1200 currenlty being broken up for spares. By George!!!....so there you have it, miracles are still actually performed in 2008. By 20h00 the job was completed, brakes bled and a well deserved braai was awaiting our company along with a few well deserved sundowners no doubt.

Saturday, yip, rain and all started the day with many not quite sure which way the weather would turn out. My information was that the rain had been somewhat downgraded from an 80% to a 60% to finally only a 30% chance of precipitation . As lady luck would have it by 09h00 it had started clearing with patches of blue sky appearing. First off was Martin in his Nissan SX200 at 10h15 in the Clubman Race on a dry but cold track and still with intermediate tyres. Having made some additional changes to the motor he managed a solid performance but she did not quite deliver the results he was quite hoping for.

Race 1 for the "classics' guys was only off at 12h30 with a draw again having been previously done from the 'hat' as time was just not available on the day for everyone to post a qualifying time. Martin in his Datsun SSS had pole position in CLS A while I and my Datsun 1400 GX Coupe was placed 26th on the grid and 9th (last) in CLS D. Having had 2 previous brake failures without any further testing done, this was going to be a real tester for me. Martin controlled the start to a pace which technically suited him and managed a brilliant rolling start, leading the field for lap one. By lap two the BIG guns started passing him pushing him down the order. I on the other hand sat right on Mervin Ellis' rear (in 24th grid position) and as the lights went out dived out from his slipstream and past the 1st half of the class D guys by turn 1 managing to take the rest by lap two. I went on to win the class (finishing 15th out of 33 entrants) for the 1st heat posting a best time of the day at 1:33:0 while Martin managed a 6th place finish in class A also with a blistering 1:26:7.

Race 2 in his Nissan SX 200 was done on full slicks this time and times were at a more acceptable 1:27:4 however still not at the envisaged times wanted. He managed a good dice with some of the BMW's but again only managed to finish 3rd in his class. He won 3rd overall for the day and his efforts were thus not all a loss.

Heat 2 in 'classics' produced some fast and close racing up front with Martin in the SSS mixing it up with the class B guys this time. A brilliant dice ensued between Peter Gough, Louis Powell, Martin and Charles Arton with 0.3 seconds difference between them. Their race time said it all, everyone of them posting in the 1:26's with only a 10th of a second difference between each of them. (see the full race report here.) On the last lap Peter and Charles touched causing Charles to run wide thereby letting Martin straight through the middle with Louis following in close persuit. Gough won it from Martin who lead from Powell. Charles end up 3.6 seconds behind at the flag.

I again had little opposition without Jaco Lambert (Ford Escort) having already retired in the 1st heat, as well as the absence of Nick v Rensburg (Fiat Sport) and so won class D comfortably from Billy Mathee in his well prepared Fiat 132. Overall I won class D for the day much to my delight as the initial drama had other ideas, which thanks to Martins 'mechanical genius' resulted in a brilliant days racing.

Thanks 'Champ'

A fabulous threesome

In our favour and largely thanks to a brilliant race engine builder (Martin Richards) there was little or no work to be be done on either the SSS or the GX Coupe other than an all round spanner check. Due to a very full race program we (Classic Cars) were exempted from qualifying and grid positions were done by drawing positions from a hat. (We've now done our bit towards limiting the 'greenhouse' gas environment.)

Saturday was a busy day with the first classic car race off at 11h40 with the SSS in 9th position and the GX Coupe in 17th. Weather conditions were good, the track was hot and clean and fast race times were clearly reflected. The SSS managed to finish 8th in Class A amongst the big guns with a most respectable time of 1:27:10. My little GX Coupe managed a blistering 1:32:76 (almost a breakout) in lap 6 while dicing with Nick v Rensburg in the Fiat 124 Sport and I finally finished 1st in class D after starting 4th on the grid.

Race 2 was off at a slightly earlier unscheduled time due to an oil spill and although times were generally slightly slower than the first heat, good racing was still managed amongst all competitors. Martin in the SSS managed to finish 7th after putting in an even better race time at 1:26:35 in lap 6 while my GX Coupe again finished 1st in class D at a slightly slower time of 1:33.19. (Guess you'll know why!!!) My sincere thanks again go to my 'Boet' Martin for ensuring a reliable and very well prepared & competitive little race car.

While the off season was enjoyed by many a racer relaxing and soaking up the sun, Martin had other ideas which resulted in him producing a 'Magnificent' red Nissan 200SX (which almost hugs the ground) for its first ever outing in the Indy Oil Clubmans series. (To the best of my knowledge, this is the first ever Nissan 200SX to be raced in South Africa) While it would be acceptable that most new comers to a new race series encounter some teething problems that inevitably side line them for the day, Martin's preparations had none of the kind. Having to compete as a class X entrant for the first time out in the SX he posted an above expectation race time in qualifying and ran in a brilliant 1:27:41.

Race 1 was off at 13h45 where Martin finished a most respectable 8th place and right up there with the class B guys and having put in another 1:27:78. Race 2 was again similar finishing 7th comfortably and overall far ahead of the much rated Ford Focus of Philip Booysen.

I guess a better finish to the weekend could not have been asked for with a resounding impact slowly being made upon the 'Ol faithful' Datsun and Nissan supporters around the Killarney race track.

Thanks 'Boet'

The weatherman wins

At last the 2008 season got underway. I must state from the very outset that it wasn't the greatest event one could have wished for, not because it had anything to do with the 'Historic Race Day' event itself but rather that the Cape weatherman had other ideas install. The Friday was hot with acceptable conditions and I managed to post an unofficial time of 1:32:9 during practice. The Saturday was an absolute stinker with temperatures soaring to 33 deg plus with track surface temperatures close to the 60 degree mark and most certainly having an effect on the racing.

The first race was off at 13h45 for Martin in the SSS and he was the first 4-cylinder home (finishing 7th) in class A again albeit that the field was big. My race was only off at 17h00 and after some close dicing I managed to win class D with a best time of 1:34:6.

Sunday and you won't believe it, it rained on and off the whole 'friggin' day so much so that both my brother and I sat out the 1st race of the day (second for the weekend) due to the track conditions. In fact so did some of the greats including Sarel vd Merwe and many other seasoned drivers. I simply don't find 'racing' in the rain any fun as driving that cautiously is not my idea of a race but rather that of 'riding' in a race. Both Martin and I did compete in the second race of the day (3rd for the weekend and also in the rain) but I did not enjoy it one little bit. I guess I just gotta get used to it!!

On a brighter side though, during the off season I had the 'Datti' resprayed into the exact same colours as Martins' SSS (BRE colours) and it sure got the attention of many a curious onlooker. At least it now looks like a race car in my opinion.

Thanks again 'Boet' for all the off season effort and setup done.

A look back at 2007

The racing season is now over and the two racing Datsuns have been laid to rest until the new season in 2008. In all due respect I honestly believe my brother Martin, deserves a thorough rest for all his efforts made and achievements accomplished during this last season. One can only expect, do and achieve so much in one season. Let me reflect back.

Shortly after the start to the season, Martin and his SSS were already making inlays and had a great start to the 2007 season. His race engines seemed to be reliable and were lasting given all the effort and time he spent in the previous off season preparing for a reliable season ahead. During a cold and wet spell in Cape Town and over a weekend he transformed his pure white SSS into the same colours as the legendary BRE Datsun of John Morton of former Brock Racing Enterprise. The car was immediately liked by all his existing SSS fans around Killarney who religiously supported his driving and determined racing style. Almost midway through the season and along came another entrant to the racing fold, that of a Datsun 1400 GX Coupe. Martin spent 2 solid weeks, sometimes late into the night stripping and preparing my car to such already well known expectations of his very own. He had a very simple motto....I would only allow my brother (me) to race this car if it was in a condition safe enough that he himself (Martin) would be prepared to race it in. It spoke volumes for me just knowing that I could go out there and give it my absolute all knowing that every last detail was thought of and taken care of. In a short span of time both Datsuns were running in the same race category, that of Classic Cars and were both achieving above average race results in their respective classes. We both did some away racing (Zwartkops Pretoria and Aldo Scribante Port Elizabeth) with great success and drew many a spectator curious as to what powered the Datsuns, especially the little GX Coupe. My personal racing achievements are largely thanks to my brother who gave me invaluable information, tips and driving lines which only an experienced race driver could provide. (Gary Player, the famous South African golfer once said, "The more I practice, the luckier I become"). I guess there's some truth in that saying.

Martin persisted throughout the long 2007 season, preparing both race cars meticulously before each and every race event, (man alone I might add) checking and re-adjusting the slightest discrepancy that he came across. The slightest worn parts were replaced unreservedly, all in the interest of race safety. Subtle adjustments were sometimes made here and there to improve handling, performance etc. all done with dedication, pride and for a specific purpose. It was most reassuring and above all, truly a pleasure to be a part of. Of course it did have its somewhat lesser moments as well. In my second ever race meeting I over revved my 'Dati' and bent a few valves which Martin promptly repaired two days later. My haste and carelessness in PE resulted in a damaged oil pickup which sidelined us in the 3 hour race. That Martin also repaired post haste as well which resulted in me further attending the non-championship invitation race of 3 December which I did not originally schedule. So far those have been my only 'misfortunes' to date with the Datsun 1400cc. Martin meanwhile had never stopped trying to further improve the race performance of his own car (Datsun SSS) and through new ideas, his trials and errors we landed up changing quite a few motors between race meetings in an effort to go just that bit faster. Failure was always going to be a possibility but was NEVER an option.

In the end, it was his 'ol faithful' L20 block and 8-valve head that in the very last official 'classic car' race of the season, that finally won him the class A title for the year 2007 by a mere 4 points. Such an achievement has never been previously accomplished (to the best of my knowledge that is) with a 4 cylinder engine and that being in the biggest and fastest class in our race category.

A remarkable achievement from a remarkable person, friend, mentor and brother. Enjoy your off season and well deserved rest. May your creative juices continue to flow during the quiet times and times of rumination . Next year is almost upon us.

Here's looking forward to the next season 'Boet'.

A Class Datsun SSS

It did not come easy, but then victory without a battle is seldom sweet.

Friday's practice on 2nd November at 11h45 produced enough work and effort alone. Early indications were that the head gasket was faulty and the decision to replace was made. After having done the replacement, enough water to float the Titanic was used to merely fill the radiator hoses. Something was wrong. A check into the car indicated that the dry-sump tank had already overflowed with all the water having been put in, further indicating catastrophic block failure. Martin was disheartened, disappointed and felt he'd been through enough already this season with motor rebuilds, engine failures etc. and declared unreservedly 'that's it, I'm done for the season'. Like 'bloody hell' I stated. Always remember this I said, 'quitters never win and winners never quit'. It seemed to have struck a cord somehow!

We towed the car back to his workshop, removed the motor, stripped all the external parts we needed, removed the faulty head from the previous run motor, replaced the head gasket on that motor first, put it all together again, transferred all the race parts across to the spare motor, tightened everything up, dropped the spare motor in, fired the 'mother' up, cleaned up all the oil mess and we were back at the track by 19h00 ready for race day. A well deserved 'braai' and a few 'milos' were enjoyed by a handful of racing regulars.

Qualifying was done on Saturday morning in the wet and Martin managed to qualify ahead of his closest contender Charles Arton in the BMW 530M and put up the fastest time in class A, effectively giving another point ahead of Charles making it 5 points clear.

Race 1 was on a dry track and the Datsun held out for second place ahead of Charles who finished third (0.2 secs) behind Martin. That's another point, making it 6 points clear of Charles. Effectively Charles could no longer win but could still tie for 1st place providing he won the second heat.

Race two and the Datsun SSS gave it's all this time finishing in 4th place while Charles managed to finish second but not enough to hand Martin the class A winner for the season. This if my memory serves me correctly is the first time ever that a 4-cylinder wins overall in class A. History I believe has been made.

You deserve every accolade bestowed upon you my 'Boet'. Well done on a thoroughly deserved class win. More importantly, your true 'spirit of classics' has been achieved through shear persistency and determination.

Congrats My Champ.

Loose Some

The past weekend was the second last race of the current Western Province Classic Car championship and a lot was (and still is) at stake for many. Martin (this is my boet remember) pulled a few rabbits out of the bag for this event. On Fridays practice the SSS was on full song and every setting was (appeared) spot on. The times were brilliant and most encouraging. An evening 'braai' was enjoyed later that evening along with a few 'gesellige milos' and we actually couldn't wait for race day to dawn.

Saturday 09h00 and he had to qualify for grid positions. The weather was again cold and overcast but was not raining as yet. The SSS obliged and returned with a brilliant 1:25:57 while his arch rival and closest challenger Charles Arton put in a 1:25.58......closer you just couldn't get. This put him in 2nd place on the starting grid with Charles 3rd.

Racing got underway at 12h25 and the SSS was off like a 'robbers dog' until lap 3 where the inevitable began.......grrrrrr......clatterrrrrrrr.......gggrrriiinnnddd........the gearbox was letting go. This allowed Charles through into 2nd spot while Martin held on for dear life in 3rd spot until lap 7 where eventually Chris Carolin also passed. The SSS finished 4th but was unable to be repaired in time for the second heat. This means the point gap has narrowed to only 4 points by which Martin still leads class A.

It's now all down to the wire, the last race of the season to be held on the 3rd November to determine who is to be crowned class A champion.

That's disappointment.

Hard luck 'boet' but I know you'll be back with plan 'B' for the last 'do or die' attempt! It's gonna be nail biting stuff!!!

Pure Bad Luck & Relentless Determination

See BIG Bang L20 Gets me again !!! before this article.

Most people we've spoken to over the past weekend of 1st September have stated unreservedly that a touch of madness remains undiagnosed with Martin. I will keep this as brief as possible.

Lets me see, the motor was again rebuilt (see the previous article to get up to speed) and was again taken to the track for testing. After the first 5 laps everything appeared to be running reasonably well and without incident. During a second session and after another 2 laps the heat gauge started to climb again. The cause? Yip another crack in the block straight into a water jacket. So out it was with the motor again and 5 motor changes later, frustration levels at their peak and the moral at an all-time low, Martin finally got a motor together at 3PM on the Friday before the race. A practice session was done at 17h00 and he seemed reasonably satisfied although not entirely convinced. She did have that 'crisp' sound to her once again.

Saturday and race day arrived with weather for ducks. Qualifying was at 09h00 and Mr 'Do or Die' qualified the SSS 2nd on the grid. Martin went on to finish second in both heats despite also being taken out in the first heat and regaining second spot again . He subsequently finished a respectable second for the day in class A (posting a superb time of 1:26:8) with Charles Arton in a BMW 530 taking 1st overall for the day.







BMW 530 hounding the SSS

To say he was exhausted after the race weekend is a slight understatement and an early Saturday night was in order.

BIG Bang L20 Gets me again !!!

See 'A New Set of RODS' before this article.

Saturday 18th August 2007. Having discovered the original heat problem and satisfied that the problem was overcome with the new motor, Martin again stripped the 'Ol Faithful' L20 motor (moulded pistons and standard rods) and did the transplant of external components (carbs, branch, dry sump etc.) for the umpteenth time, hopefully this time for good. Most of the Saturday afternoon was spent meticulously bolting each component together and ensuring that this would hopefully be the last time that this would have to be done at least for the foreseeable future.

Having finally completed the transplant he did the inevitable by removing the spark plugs and rechecked the compression. To his utmost dismay, cylinders 3 & 4 read almost the same while 1 & 2 were substantially down on compression compared to 3 & 4. While not TOO serious he replaced the spark plugs and at last fired her up. Man she sounded good, ready to take to the tar track again. Without stressing the motor, he initially let her idle for a substantial amount of time so as to ensure that the engine heated to almost race temperature. The maximum water temp this time proved to be within normal range as well as the oil temp, which wasn't the case last time out. Martin was therefore quite confident that his problem had been fixed. He took to the quiet industrial roads and 'hoofed' the son of a bitch. She felt incredibly strong and no sign of any detonation or knocking was at all present. Based upon my impression that this was finally it, he returned to the workshop, let her cool down while he hastily packed away all the tools used during the change of motors.

Before all was said and done, he again removed the plugs to re-check the compression. He let rip with a few choice #$%^&*ing words.... No difference or change from the initial check done before. He contacted his engineering guys immediately, gave them the details of his findings and tests he had performed. I guess it's too early to say for sure at this stage. Could it be rings (albeit that they are brand new) or is it possible that the #1 & 2 cylinders are a different bore size to that of 3 & 4? This possibly means out with motor again, strip completely and return to the race engineers for a recheck of bore diameters and rings. Maybe even a new block. Something's just not right!!! However on second thoughts, I guess he might just want to do 1 or 2 other tests beforehand though.

As he had said to me 'To say I'm disheartened is perhaps a ^!@#$%^ing understatement at this stage'. However on a more positive note:

1. I still have 2 weeks till the next race meeting and
2. if I can ensure that all the basic test and checks are correct and are within tolerance range and
3. given the improvement already in rev and power range encountered,

I think I will have a smile right around my face again in no time at all.

Watch this space while I sort this 'Mother' out .

A New set of RODS

Well as stated in an earlier blog, the reliability of the SSS just had to be taken a bit more seriously. And as it so happened the parts were ordered and were eventually received a month later. Lo and Behold, someone 'Oops'd' and a very expensive set of paper weights in the form of forged race pistons are now used at the office.

Needless to say it was a very expensive lesson learned and not being able to shed a crocodile tear, another set was ordered this time with a moulded 'specification' set self made (absolutely fool proof) and sent across the pond to the manufacturers. Another month past and finally the correct groceries arrived. All other machining and engineering required for the new L20 motor had already been done and only the assembly and testing remained. This was the Saturday afternoon, a week prior to the National race to be held on the 4th August.

To cut a long story square, the motor was put in and taken out not once, not twice but three times. Although it performed to expectation, certain worrying factors such as excessive heat build up was not acceptable and it was finally decided to rather 'strip and check' than 'race and wreck'. The old faithful (original moulded piston L20) was finally returned to its engine bay compartment and was eventually driven in fine style (who said it's illegal) at 21h00 on the Thursday night to the track on the rather quiet roads en route to Killarney. Subsequent and well deserved beverages were consumed and hearty racing stories were raked up from the past all in the spirit of classics.

A couple of standard race routine checks later and all was ready for the Saturday race day. We landed up sitting around on the Friday like 'hobo's at a holiday resort' with everyone else intensely busy working on their race machinery.

Although Martin was somewhat disappointed not being able to race the new L20 motor, some satisfaction was gained in that at least he managed to identify the 'heat' problem and that at least he could race the old L20 motor and not have to sit out the entire race meeting. The temptation to do just that was great as you can imagine changing a race motor three times and what toll it takes on the ol' body (not forgetting the waining motivation factor).

Saturday came and he qualified the #46 Trans-Am SSS fifth on the grid for the first race. In heat 1 he finished in 4th place and in the 2nd heat he finished in a brilliant 3rd position after relentlessly chasing the Chev Can-Am of Fred Phillips. (Congrats to Trevor Momberg who took overall honours for the day, Charles Arton 2nd and Fred Phillips a well deserved 3rd)

Reasonable satisfaction was achieved at the end of the day all said and done but an early night was in order to give the body and mind a well deserved rest. You can bet your bottom dime he'll be back on the 1st September with the real McCoy. Watch out Fred!!

See 'Big Bang L20 gets me again !!!' after this article.

The Reliability Factor

It must be said in favour of the Datsun that the motors the Japanese produced (in particular the L series) in there hey days were almost bullet proof as standard. When modifying these motors within reason, they still produced great reliability. In our case, no competition parts were ever used except maybe for the odd Nissan competition cylinder head gasket you could still lay your hands on (albeit at a ridiculous price). And yes he still got around 150 Kw (201.15 Hp) at the flywheel.

Being 'Martin' with his 'push the limits' attitude, every bit that could be modified, bored, lightened and increased was and would be done to make this Datsun scream. This attitude started way back in his oval track days and continues still to today. Of course it goes without saying that every now and then a serious electrical problem would occur at about 7500 RPM (the con rod usually hit the starter) and a rebuild was in order. It also goes without saying that it has not only happened once but probably more times than I wish to remember throughout his illustrious race career. In fairness though, I also recall during his oval track days where he managed to keep a motor together for an entire season including a 'Top Ten Tour' through the country. This still takes the cake for reliability from a 'standard parts' motor.

Admittedly, if there is a weakness that must still be overcome, it is to get 'great' reliability. Now for most racers and those that may not know, this can only be achieved from the bottom end, i.e. the crank, con rods and pistons. In view of this and having reviewed budget after budget, the decision has been made to finally have a custom made set of 'forged pistons' with a matching set of 'steel con rods' made for the L20 engine. Yes, it will probably be obtained via Uncle SAm.

Oh I forgot to mention, the other benefits other than reliability are, 8000RPM, half a second plus quicker and whoever is in front of me must work even harder if he wants to stay there!!! (Keep an eye on those stop watches Mr. Gough)

As to exactly when this will happen..........watch this space for further details.

See 'A New Set of RODS' after this articel.

The Extreme Makeover

More than a year ago my brother (Martin) had the desire to transform the car into new colours. Discussions were had, thoughts were thrown about, how much would it cost and even more importantly, 'Is the timing right' for radical change?"

Martin had a fascination for the late Peter Brock, owner of the BRE racing team, who pulverised all and sundry in the (USA) Trans Am series in the early 70's with his Datsun 510. (See Peter Brock and BRE for an article on the man he aspired toward.) Being an Internet BUM myself, I trawled the net for every conceivable photo I could lay my grubby paws on and any old bit of info I could pass on to him in order to keep him motivated in completing his desire. (Nudge nudge, wink wink, say no more!)








The original Peter Brock in action during a Trans Am race.

In the beginning of May 2007, on a cold and winters weekend (in Cape Town) with it bucketing down with rain, he started flatting the original bodywork, masking up windows, the engine bay (and strategic body parts) and slowly began the laborious makeover procedure. Being so cold and damp with the rain, the drying period (and temperature) was not playing game and in places the spray paint had already begun running. Slightly disheartened and irritated, the following day when it had sufficiently dried he began flatting the areas that had run (tear-dropped) and resprayed where necessary. The wheel rims were tediously masked up and the rim centres sprayed a gloss black, then had them sent away to have the outer rims polished to a high finish. (The exact procedure to get this part of the job done as well as the eloquent vocabulary used will not be published here) He even managed to (legally) obtain the exact race number being #46 as was originally raced by John Morton of BRE (Brock Racing Enterprises) and had that affixed in the exact same position as the original BRE 510 Datsun.

On the 12th May 2007 she rolled out onto the track as a total makeover. Compliments were bestowed throughout the day by fellow race competitors and race enthusiasts were there to pay compliments to their 'Datsun SSS' hero.

The 'makeover' and graphical guidelines from where precise detail was sought and implemented.

The Progress Continues

An idea here, and an idea there, this was Martin scheming all the time and asking, "Where can I get another half a second from?" A race drivers 'nightmare' is inevitably encountered and the only (and cheapest) answer is 'I must simply try harder' the next race.

Not a Friday that I can recall (yes I fly down from Johannesburg for every race event as well as visit my elderly folks) has Martin not gone out to practice and NOT come back into the pits and make an adjustment. Some Friday nights, late into the night (en n paar 'Milos' sterk ook - (all in the 'spirit' of classics)) did he not try and out think the opposition by guessing the conditions for the race day. Sometimes it was just jetting changes, on others it was timing adjustments, maybe tyre pressures, but changes were inevitable (soos Lou sê (louis Powell's pit mac) - krap moet hy krap).

The rewards were sometimes (mostly) sweet, at other occasions not so sweet. On a bad race day, you could bet your last bottom dollar, the following day (Sunday) the motor would be pulled, bearings checked, head off, valves checked, pistons checked....(the go slow factor has to be found). By the next race event it was back onto the track and burning up the tar and race times were always convincing.

It was inevitable, class B was no longer good enough.

Yes you guessed it, break out times were done (if I recall it was a 1:25:7) resulting in the 'Chickenplucker' being promoted to the big league, class A (WPMC - Killarney).

Dicing with Porche's, Can-Am's and other ferocious 6 cylinder monsters is not an easy feat. As stated beforehand, he's 'Never Say Die' attitude still prevails.

Coming up to a back marker (Billy Mathee) with the growling Porche's (Kieth Rose, Herman Scholtz and Clive Spolander) hounding the Datsun SSS.

Kieth Rose giving chase to the Datsun SSS

Proof of the Progression

Through continual trial, development and shear perseverance the Datsun SSS has ultimately become a force to be reckoned with, not only locally (Killarney) but it would appear throughout the country as well. Progress into class B (WPMC - Killarney) was therefore inevitable and was also duly recognised at an away race meeting held at the Wesbank Raceway (Johannesburg) in September of 2005. The newspapers reflected and summarised the race event perfectly. (Click on graphics below to enlarge)














Although 'lady luck' was not on his side throughout the entire day at that event, the precedent had been set and noticed by all. During all these achievements and 'accolades' bestowed upon him by fellow competitors, he has remained down to earth and humbled, never once letting his achievements allow him to become 'swollen headed'.

The same event was again held the following year (September 2006) albeit a rather disappointing event due to the lack of spectators. However among the racing fraternity it was business as usual on the track. Ultimately the 'North vs South' race event was taken by a clean sweep victory by the Cape Town WPMC competitors and left a rather sour taste in the 'Northerners' mouths.

Some of the WPMC fellow competitors: (Martin Richards, Trevor Momberg and Fred Phillips) (click on the graphics to enlarge)

Congratulation were in order to all competitors from the South.......Victory was 'oh so sweet'.

Michele Lupini (the only support he had was a crutch) was the race organiser for the event.

The Early Days

Martin, has since I can remember always been actively involved in motor racing. His love and dedication to the sport of motor racing (both oval and circuit racing) as well as to his fellow competitors is exemplary and well known throughout the racing fraternity.

I have come to learn and accept that he has a competative edge that is seldom matched, equaled or surpassed in that, what is good today can (MUST) be bettered and improved upon tomorrow. His attitude of "Never say die" is to say the least, remarkable, comendable and to many race enthusiats unbelieveable. His racing achievements throughout the years continually improve and his races times speak volumes for themselves.

As the legendary Koos Swanepoel once remarked, "If the Japenese ever find out what you've accomplished with a 510 Datsun motor, they'll be here tomorrow to hunt you down"

These were his early days at Killarney, our HOME track.