No Cigar

My supposed last race was to be the 3 Hour LUK Coastal challenge held in Port Elizabeth. Practice was held throughout Friday in cool and overcast weather conditions and my best time achieved with the Dati 1400 was only a 1:19:4.

At the end of the day I made the decision to enter my 'Boet' Martin into the sprint races as well and he would then also share the 3 hour drive with me as our original third driver (Mike Moore) was unable to attend the event due to medical advice taken.

Saturday morning, up bright and early and qualifying was at 08h00 in the sprint races for the classic/historic class entrants. Martin put in a scary 1:16.1 qualifying time (second only to the Mazda Rotary of Chris Carolin with a 1:14:5) and more than a second ahead of the 2.0L Pinto's & Alfa's not to mention a monstrous V8 Ford Galaxy thereby securing 2nd place on the start grid.

The first race was off at 09h00 and the Dati and the Mazda ran away with the race often swapping places just to entertain the 'massive' crowd of about 50 spectators. They arrived into the pits in their 'hoards' wanting to know what was in the Green Mamba, someone even claiming that 'this six-cylinder only flies hey'. Of course to see their faces was a real delight as we revealed it was only a baby 1400cc 4-cylinder push rod Datsun motor.
The second race was off at 11h00 and was very similar to the first heat with the exception of a 'Lotus Super 7' being added. What is or was classic or even historic about that entrant remains a mystery as we were later to find out in PE. Martin finished behind the Super 7 in 3rd place with Chris Carolin in the Mazda Rotary taking 1st again. Overall Martin took 2nd place for the day in classic/historic cars .

After having completed the sprint races we changed the tyres with new slicks, replaced the front brake pads and I qualified the car 3rd in classics for the LUK 3 hour endurance race. After returning to the pits, Martin wanted to do a final check on the gearbox oil level, sump plug, exhaust mounting and a general under carriage check . I jacked the car under the cross member and must have NOT checked 100% that it was firmly under and probably not even 6 inches high the jack slipped off the cross member and onto the sump. The slightest of dent was made in the sump cover. I lowered the car and re-jacked it in the correct location. Martin performed all the necessary checks he wanted to perform and after closing everything and lowering the car we tried to start for a final check. My heart dropped as the oil light just stayed on with NO oil pressure registering on the gauge. Martin quickly recheck the sender unit, made some adjustment to the release valve but it was not to be. We were out. Martin just said, 'I won't take a chance and possibly destroy everything in the motor', lets call it a day. I was so disheartened having looked so forward to completing this last leg of the coastal challenge.

Back at his workshop and the assessment and cause of the oil pressure problem - a cracked oil pickup caused by the drop off the jack. I could have kicked myself. I will somehow have to find a way to forgive myself and accept that this is how racing sometimes goes. (Dumkopf)

Thanks again to my 'Boet' who perfectly prepared my Dati to race perfection and at least held the Datsun name HIGH in Port Elizabeth in the sprint races.

I'm Sorry 'Champ'.

A New Race car is born

THE MOST INCREDIBLE ADVENTURE

Let me try and keep this as brief as possible. On the 7th June 2007 I had to view a Dastun 1200 GX Coupe (in JHB) that I had been informed of for a well known Capetonian buyer. Photographs were taken and digitally sent down to Cape Town for further perusal thereof. I myself had to fly down the following day for the Killarney race that was being held on the 9th June. Upon my arrival the decision had already been made by the potential buyer (no names mentioned here) to buy the pictured car. The car was subsequently bought and paid for and arrangements were made to rail the car down to Cape Town on the following Friday, 15th June. My brother subsequently collected it on the Saturday afternoon (16th June 2007) on behalf of the well known buyer, from Cape Town station.

In order to keep this even simpler, all other lengthy issues, hidden agendas and trivialities are now history save to say that I (Ian Richards) am now the proud owner of that 1200 GX Coupe......and this is where the fun began.

The Before










We are now on the 17th June 2007 and the car is located at Martin's workshop (Martin's Auto Repairs) and just to put things into some perspective, the following race was to be held on the 7th July 2007 (07/07/07) and furthermore as it so happened, was to be a 2 hour endurance event to be held at Killarney race track.

Martin had a good look at this new acquisition and there and then decided it was time to roll up the sleeves and get down and dirty. (I somehow recall him referring to 'the clean green mean machine') - For the record, this was a stock standard 1400cc (1397cc to be axact) with standard 1400 head, twin SU's, standard branch (header) and the mildest of cams you could possibly think of.....not to mention a standard compression ratio and standard ignition system.....

Interior

The inside was stripped of all unnecessary carpeting, wooden speaker boxes, carpeted door panelling, heater system and all existing electrical wiring and harnesses. All the excessive bitumen on the bare floor was removed and resprayed in black. All door panels were replaced with thin aluminium sheeting and sprayed black in keeping with the rest of the interior. The original gauges were disconnected but retained for originality. The seat was replaced with a slightly upgraded version and brand new FIA compliant seat belts were installed and secured to a slightly modified roll cage. In addition, a new rev counter (with shift light) as well as a manual water temp, oil pressure as well as a fuel pressure gauge was installed.

Exterior

All original stickers, markings and unsightly cosmetic makeup were removed. The original colour scheme would just have to do for now . New stickers relevant to those persons or businesses that assisted with this change were adhered to the body. A new competitor number (#22) was obtained which just also happened to be my boets ex number. Compulsory stickers were also affixed in the relevant positions as required i.e. CAR (motoring magazine) who is the 'Classic Car' sponsor for the season. She started to look like something different.....not radical, just different. Oh of course, we got rid of the 'wooden slicks' and got a new set of 'boots and rims' which not only stood out but was also more 'period' looking.....not to mention effective.

Under the Hood

Bye-bye SU's, branch, cylinder head, cam, radiator and flywheel - hello 1200 GX head (oval port), twin weber 40's, custom intake, racing branch and an upgraded race cam, large inlet and exhaust valves, electronic ignition and large aluminium radiator. The bottom end remains stock standard for now at least. Of course all this machinery needed an expert race engineer to refit, install and setup.......enter none other than the 'Datsun Guru from Killarney' himself, yip 'Martin Richards'. Of course while waiting for the engineering to be completed, (flywheel lightning, cylinder head, seats and valves) the car was in the interim completely rewired. New high density fuel lines were installed, brakes and wheel bearings were replaced (no taking of any chances here) the brake fluid drained and replaced with full race synthetic brake fluid not forgetting a modified upgrade to the rear shocks to stiffen the back up.

All this work and painstaking effort may I add, was done after hours with love, devotion and pure dedication and a will to succeed. There were nights that he wanted to 'chuck the towel in' being tired from an already full days work repairing and servicing customer cars....but through shear determination and will power he pushed through, sometimes only getting home after 10PM.....deadbeat.

On the 28th June 2007 she fired up for the first time 'crisp as a fresh lettuce leaf' and I had the pleasure of listening to it over the phone, a call he put through to me in Johannesburg at about 9PM. I already had a lump in my throat.....

The After



















(Although not yet fully complete, a radical change inside was made in short time)

One day when I get some spare 'dollars' I'll replace the duct-taped stop watch with a proper in-car timing device.

The 'Machinery'

Again, thanks must be bestowed upon my 'Boet' for providing many of parts that were his personal own (Weber carbs, chokes, fuel reservoir, fuel pressure gauge etc.) that were collected throughout his racing career.



















(A standard bottom end with a reasonably modified head)

LUK 2 Hour Endurance Race

Saturday morning, 7th July, 2007, and the race day had finally dawned. Qualifying was at 09h30 and I decided to qualify the car myself, rather than trying to live up to the standards of a local racing legend (my boet, Martin). Worst of all was it was raining steadily, the track soaking wet and this was my lucky chance (I've never raced a day in my life, let alone in these conditions) to do it 'My Way'. I went out on intermediate tyres (brand new) and it was as slippery as hell, trying to scrub the tyres as best I could. Every brave heart was flying past me at break neck speed only to see them one by one spin and loose it in the wet. Not to be outdone, I performed a perfect pirouette in turn 3 myself. (Uit gespoeg). Eventually getting a few laps in, I managed a 'blistering' 1:59:97 putting us 30th on the starting grid of in excess of supposed 50 entrants. The race was officially scheduled for 15h30.

Our race tactic was to first let Martin do the first 40 minutes and make up some valuable ground (this was almost a guarantee) and I would then do the second 40 minute stint (having the least experience) and finally him again doing the final 40 minutes. The rain had also stopped by now and the track was already dry allowing us to use the slick tyres as we had hoped and originally planned for. I not only enjoyed the track, the middle sector 40 minute stint, but enjoyed every single corner I took. What a pleasure to drive such a well balanced and almost perfectly setup (in my opinion) and prepared race car. We also ensured (by rev limiter setting) not to rev the 'Dati' more than 7500 RPM (which I may add is achieved with the greatest of ease) ensuring reliability and eliminating any possibility of doing any damage to the motor through pure testosterone stupidity, thereby almost guaranteeing us a finish.











(The official results as recorded)

I finally succeeded in getting down to 1:39:70 during my stint making this my personal best time to date. Driver changes were effortless and smoothly done thereby ensuring the shortest time possible spent on pit lane. The last stint, and my boet was back in the drivers seat and 'giving it plenty'. His personal best time clocking in at a most respectable 1:34:87. (He's used to doing low 1:26's in his SSS). The motor ran like clockwork never once missing a beat, never once over-heating, needing any oil or acquiring any 'wheel bearing' problems. Towards the end, the brakes did go off slightly but not enough to allow us finishing 10th overall and ending an unbelievable 3rd in our class (Classic Cars). What an 'unbelievable achievement' from a superbly prepared 1400 Datsun. My eyes welled up as he crossed the finish line and brought my 'Green Mamba' home. While not 'deadly', a painful bite had been inflicted and I'm sure this is not the last infliction either. (Nudge, nudge, wink, wink)

A big thanks to LUK for sponsoring this event and being part of my rather 'late start' to a racing career. (If all goes well and time and money allow, I will endeavour to do the second leg (LUK 3 Hour Endurance) in Port Elizabeth on the 17th November this year).

(Below a photo of my first trophy as well as the 'Family' trophy awarded for camaraderie to the 'Richards Brothers' for the first time)











Congratulations to Peter Gough and David Alhadeff taking 1st in class (Classic Cars) and 6th overall. (Your rightful and correct trophy is on its way)

My sincere thanks also go to:

• Peter vd Poel - ASA Motor Spares (Montague Gardens)
• Mike vd Poel - Race seat
• Chris Carolin - Aluminium sheeting
• Mike Moore - Aluminium Radiator
• Francios Jacobs - Technical data
• Trevor Momberg - Shock Absorbers, engineering
• Louis Zurich - Flywheel machining
• Clive Spolander - 'All Geared Up' - Sorry Clive

Never again will this ever occur:

'It took 2 weeks to prepare a racecar, for 2 brothers to race the LUK 2 hour endurance, in car #22......and all this took place on the 07/07/07.......'

Thanks 'Boet'......my champ!!

The credit is all OURS, the GLORY is all yours'.