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 The 140Z did take to the track on the 3rd November (in which it won heat 1) but was withdrawn from the second heat due to a cracked sump.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'