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 .

The '1400 Gx' qualifies

See 'A new Race Car is born' before this article.

The long awaited National race on 4th August finally arrived. It was a rather quiet run-up to the race as very little work had to be done on the Datsun 1400 Gx. A setting and slight adjustment of the carbs and a new set of front disc pads (although not even necessary) was about it. Due to the hectic and full race program scheduled for the weekend, the Classic cars were only allocated a practice session on the Thursday prior to the race.

The practice session itself went well without incident and I was most satisfied with the car and its performance given that the track was dirty and slow due to the cold weather conditions that prevailed. Saturday came and we (Classic Cars) had official qualifying at 08h45. To my great surprise I had managed to improve upon my previous best time of 1:39:8 to a 1:37:7 which I must say was very pleasing indeed. (This I must honestly say was achieved purely through listening, reading and putting to practice what was learned and was in no way achieved through any additional mods or settings made to the car since the 2 hour endurance race.)

Race 1 was scheduled for 10h05 and I had my first taste of 'butterflies' in my stomach doing their bit. A careful yet assertive pull away was done so as not to become too hasty hearted. Man it was scary with all these race maniacs trying to all get through the first corner at the same time. Remember, this is/was my FIRST race ever. And I thought Jo burg traffic was bad? Turn one and two and all was under control but on turn three I powered on too quickly and did an unexpected yet magnificent 360 and lo and behold the car was pointed in the right direction and I simply dropped a gear and off I went 'like a robbers dog' as if nothing had happened. My 'jocks' told a completely different story though. The rest of the race went perfectly and I managed to post a personal best time of 1:36:8. Not bad for a 1400cc hey 'Nige'.

Race 2 and I had to start slightly down on the grid as my reckless spin in the first race resulted in me loosing a few places. However the start was rather slower than the first race but not as hairy as the first race. After about lap three I had settled into a nice rhythm and picked up a few nice 'dices' with the Lancias, Anglia 1600's and later the 1750 Alfa Juniors. I had by now gained sufficient confidence to start late braking and through doing so managed to outrun the slightly quicker cars into the corners and passed them without any serious reply. This was my best race of the day and which made the adrenalin really pump like crazy. My best time in race 2 was slightly off pace and I still managed to post a very respectable 1:36:9. A brilliant days racing was had and was thoroughly enjoyed during every lap. Once again a fantastically prepared race car was handed to me from Martin and the only thing I had to do was peddle as fast as I could.

I've still got to find another 2 seconds though to equal Martin's times done with this 'Green Mamba' in its present form, but hey, I'm getting there guys. See you all at the next event on the 1st September 2007.

(Oh, thanks to David Frey for the use of his garage on the race day which really helped in such restricted inside track pit conditions during the hosted national events. Also a big thanks to Chris Carolin for the storage of my car the night before the race event and also after the race.)

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.

Looking back and into the future.

Well the rest of July 2007 has been relatively quiet and I've had time to think back and ponder on the race that was. Although I believe I drove reasonably well given that I never once lost control, never over revved the motor or flat spotted any wheels during my run, and I managed to get down to a 1:39, I of course would really like getting a lot closer to Martin's times of 1:34's. (10 years of racing experience = 5 seconds)

I tried to recollect my lines that I drove and analysed them in a finer context. I also found and read up on some interesting race driving information and soon discovered a world that I had only heard about but never quite understood how it worked in the realility. It really boils down to later breaking, later turn-ins and faster out runs in corners. I also learned that you should prioritise certain sectors and thereby finding the quickest way around the track. A lot easier said than done I guess. So, I will be going down to Cape Town on the Thursday before the next race event (04th August - Wesbank National) and I will try to apply some of the further skills required (and those that I can remember, if any) to get around quicker and hopefully improve on my previous lap times set. For now I will not be doing anything else to the car to make it any quicker and rather prefer to get more race miles under the belt. Class X, here I come, ready or not.

Having just said that, in the interim I have manage to obtain an additional 1200 GX cylinder head as well as a set of stainless steel racing valves. Also, and in preparation for perhaps next season, I have also managed to get an upgraded crankshaft to be used in a spare 1400 block. But first, I have to learn to peddle the 'Green Mamba' faster at every opportunity available.

Yes I do realise that I must crawl before I can walk, but hey, there's nothing wrong with aiming high and falling short. Someone also once commented, "Eagles may soar, but weasels don't get sucked into jet engines".

Till next month then.

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'.