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'.

2007 Grand Finale

It wasn't supposed to happen but it did. The December race was a non-championship race for the classic car drivers and I was not to originally attend. However due to my mishap at the Port Elizabeth races I decided, bugger it, 'just one more'.

There was a practice session on the Friday and I managed a 1:33:1 which I was quite happy with. Just to give some perspective on race times, see the following table.

• Class C times are 1:30.0 - 1:32.9
• Class D times are 1:33.0 - 1:35.9

A second session later in the afternoon and I was down to a 1:33:8 after going down on tyre pressures. Maybe a bad thing, but then the heat and the wind had also increased as well.

Saturday, race day….there was no qualifying but a starting grid was made up from the previous events race times, juggled back to front and I found myself placed 5th on the grid for the 1st race at 14h00. The race was a rolling start and tucked right behind Charles Arton's BMW 530 I hung on until turn 1 which left me already ahead of any class D competitors. Only Arnold Lambert (RS2000) and Greg Sinden (Capri 3.0L V6) eventually past me on lap 4. I ended up finishing 7th overall in heat 1 and finished 3.02 seconds ahead of my closest class D competator, Jaco Lambert. After the race even the scrutineers asked me to open the bonnet just to check it actually was a 1400cc Datsun engine. I guess some still don't believe me.

Race 2 was the last race of the day and was off at 17h30. Starting in 7th place I had a brilliant start again and again a dice with Jaco Lambert (Arnold's son) in the Escort MK1 right from lap 1. I kept ahead (only just) for the first 3 laps and in lap 4 Jaco managed to get past me going into turn 5 and lead me down the main straight. I managed to outbreak him while holding him to the inside and re-took him (Jaco) going into turn 1. In the mean time Dave Alhadef who had already managed to get past us in his Alfa (GT 2000) started slowing due to engine problems. The Datsun hounded the Alfa like a dog on heat but was not able to pass him throughout the race. In the mean time the dice with Jaco continued unabated. He hounded me relentlessly till the very end finishing just 0.28 seconds behind me. The next closest class D car was 28.5 seconds behind us. Great drive Jaco!!

Once again I have to give all the credit to my Boet who prepared my Dati to absolute race perfection 'AGAIN' and allowed me to at least finish off the 2007 season with an overall class D win for the day.

Will there be any more new tricks to this Dati for next season? Wait and see next season.

(Gary Player once said, "the more I practice, the luckier I get")

I can't wait for the 2008 season to begin.


Thanks CHAMP

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 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.

You Absolute Beauty

This was the official last race of the season for classic cars and I was glad yet also in a way sad as I was just having so much fun and honestly I did not want it to end NOW. Friday's (2nd November) practice was scheduled for 11h45 and I went out and again tried my best realizing that I am now in class D for my last race of the season. To my amazement I managed a 1:32:6 on lap 5 (a class C time) and called it a day. I was astounded not so much with my own improvement but at this Datsun 1400's ability to get down to these times. Oh and believe me, I've still got PLENTY to learn with at least 3 turns still getting the better of me.

Saturday's official qualifying was at 10h00 and lo and behold at 09h00 down came the rain. Fortunately it did eventually stop at about 09h40 which allowed us to at least drive with our 'wets' on without the downpour. I am definitely not an experienced wet weather guy and much prefer the dry and only managed to post a 1:50:0 putting me 21st on the start grid out of 36 entrants and 7th in class D.

Race 1 was off at 14h00 on a rolling start with the sun shinning brightly, a dry race track and my slicks back on. With the red lights going out on the start and my rev-limiter red light coming on I was gone and already gained 3 places by turn 1 . For a while I had a nice dice with Jaco Lambert in his 1600 Escort MK1 but pulled a good gap (2.49 seconds) towards the end. I finished 14th at the finish and won class D comfortably.

Race 2 was the last event on the day at 17h00 and again I had a good rolling start holding Jaco for six laps before my brakes started fading slightly. The race times were still almost 2 seconds off pace (1:34:9) due to a strong wind blowing and track surface conditions and temperature not at there ultimate. My judgment sensed however that he would not get away from me and I eventually allowed him through in turn 1 (rather safe than sorry). Keeping right up his back bumper I stayed with him till the finish with him beating me by 0.4 seconds. Great drive Jaco.

This was still sufficient for me to take 1st overall in class D for the day due to the time difference when combined for the two heats. I had a brilliant day and a fantastic way to end the season on a high. I can't wait for the 2008 season to begin. My last race for the year will be the LUK 3 hour endurance race in Port Elizabeth on the 17th November 2007.

Thanks again to my 'Boet' Martin for preparing a real winning Datsun GX Coupe throughout this season.

Thanx CHAMP

Win Some...

Sh1t!!! I don't know where to begin with the past weekend (06/10/2007) - Ecstasy or Disappointment?

My previous Killarney race if you may recall (see Oops - Ouch - Damn) ended with some rather bent looking valves after the 1st lap of the second race. Well since then Martin repaired the damaged valves and while the head was off he made some further changes to the VE. Since then I also did the Zwartkops race (near Pretoria West) which didn't tell me too much about the changes that he made due to the higher altitude as well as it being my first time out at the Big Z. However my times achieved at Zwartkops (1:19:07) were to say the least, most encouraging. Also I have to admit that the racing experience I gained over that weekend has paid 'mega' dividends without any doubt.

The stats speak for them self:

• My previous best time achieved (1st September) was a 1:36:4 and on Fridays open practice (5th October) I peddled the 'Dati' to a staggering 1:34:3. I felt like a 2 year old just having received a packet of sugar candy. Man I was over the moon with joy. And what did my 'boet' Martin have to say afterwards.....'Well done, excellent time...now I want a 33.8 from you'! F...ck me!! Here I've just done my best time feeling like I could even outgun Lewis Hamilton at his own game and my 'boet' says 'do better'. So not to be outdone I took up the challenge.
• Saturday qualifying: 09h00....and I said to myself just keep it tight, go in deep and come out hard.....(now where have I heard that one before?) and remember your lines......and 'Stru as Bob' in lap 5 of qualifying I posted a perfect 1:33:87. Who's your Daddy??? Well I spent the rest of the morning 'ecstacying' around the pit area with a smile right around my head! I just could not believe what I had actually achieved.
• Race 1, 12th on the grid, on a rolling start and I was gone like a 'bat out of hell' as the lights went out. The 'Dati' was well ahead of all the class E cars and was right up there with the class D guys with only Nick van Rensburg (Fiat 124 Sport) finally pipping me to the finish line, however not before having tried even harder than ever before, the 'Dati' delivered a mind boggling 1:33:38 in lap 8. See all the 'Classic Car' times posted at http://zatiming.co.za/index.php/54162/?orgID=54162&eventid=257272
• Race 2 was also a superb race as I got one back on Nick keeping him behind me from lap 1 and I finished ahead by 0.547 seconds at the finish line after 8 laps of relentless pressure. I ended up winning class E for the day and got my first 'class win' trophy. Thanks Nick....brilliant driving.
• Coming to think of it....I think the 'Dati' finish ahead of all the class D cars as well. Hehe!!!
• This also means breakout time..... so its Bye-Bye to class E, and HELLO to class D albeit for only one last race this season.

What a fantastic weekend. I cannot thank my brother enough for the efforts he made, however they were accomplished, (mechanically) in preparing a brilliant performing 1400cc 'Datsun'.

Cheer up guys....it's only a game, even the Aussies and the Kiwi's got shafted that weekend!!

Thanks '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!!!

A Great Cape Surprise

The annual North vs South race competition was after some reshuffling scheduled for Zwartkops for the 15 September 2007. This is generally where the best of the best challenge their opposition to finally lay to rest any unsettled scores in a gentleman like manner.

The Cape Town cars were loaded on the Wednesday before the race and one particular driver (Peter Sherman) was not able to fill the last spot due to mechanical problems. The Cape guys decided to fill the last place with the 'Green Mamba' and not say a word to me. I had never ever in my wildest dreams intended to compete at the Zwartkops track as I believed that more worthy competitors deserved to compete as well as that I had absolutely nothing to prove given my late start to a race career. Well, you should have seen my delight (and somewhat disbelief) as they announced it on the Thursday night at there guest lodge.

I left for home that evening (in a flat spin) and probably did 100 laps in my head trying to recall the race lines that I had actually sourced and provided to the Cape Town guys in preparation for the Saturday. The cars arrived on the Friday at lunch time and a few practice sessions were done. I finally managed to get down from a 1:23 to a 1:21 after some advice from more experienced drivers. (The usual times for my class and size of car at Zwartkops is about 1:18:5). I could not achieve any better on the day. I again went home, and ran a few laps in my head and tried to apply the good advice given during the day.

Race day arrived and qualifying was at 08h20. I applied all the skills and advice given and managed to qualify 13th on the grid at a time of 1:20:08. I was really chuffed.

Heat 1 and I managed to finish 7th and posted a best race time of 1:19:07. This was achieved with a superbly prepared 1400cc (1398 to be exact) and even outperforming some of the Datsun A15 (1500cc) car entrants who are locals at the Zwartkops track.









Heat 2 and I started well until about lap 4 where my brakes started fading and I was eventually caught out on turn 2 (with a floor brake peddle) resulting in a spin off. I regained (and lost about 15 precious seconds) and finally drove my pants off finishing 14th and taking 9th overall for the day out of a total of 34 competitors. And all this on a foreign track!!







I thoroughly enjoyed the entire weekend with a great bunch of guys (including 'Dancing Dave' who just refused point blank to dance at Zwartkops - great drive Dave) and was most chuffed with my achievements. But this was NOT about me. This was for a group of guys who made the decision to surprise me and give me a most unexpected gift and a racing memory which I will cherish forever. Thanks to Pete Sherman for his generosity and true 'Classic Car Spirit' sportsmanship.

It also goes without to say a BIG thanks to my brother Martin for getting my race car up and running again and preparing it to my greatest AWAY expectation.









Also as expected the SSS ran without any hiccups and performed well putting up some most respectable times in the likes of 1:12:9 around Zwartkops. Martin took 2nd overall in class C for the day out performing all but one local Zwartkops competitor.

Thanks Champ!!

A Dazzeling Perception?

I recently read the article published in the 'Classic Car Africa' magazine of September 2007 (Pg 56) duly submitted by Peter du Toit, owner of the Zwartkops raceway in Pretoria West.

Without taking the article to task or discrediting it in any way, let me say that in essence I agree with many of the proposals suggested but sincerely doubt whether it will ultimately be a viable or workable solution within the South African race fraternity. Why do I say that? Well for one, South African motor racing does NOT attract anywhere near 100 entrants in a classic or historic car race where the club has the ability to exclude the bottom seventy entrants and only accept the top thirty race cars and driver entries. In fact on many a race day I have personally seen at more than one particular race venue, entries of far less than even thirty entrants (Classic cars / Historic cars) on the starting grid. The current race categories are I believe sufficient given the race entry numbers in South Africa that we are talking about. Is then adding more race categories a bad thing ? NO, but why then split the current groups even further simply because you CAN when at best of times there are not a large enough number to begin with. (See the last paragraph of 'Project Camaro' written by Michele Lupini which states...."Yes Trans-Am has been a little thin on entries of late, BUT......")

Further mention is also made with regard to the 'Legends of the 9-Hour' and makes for acceptable reading. However the last part of the article is what really peeves me. The last paragraph quotes, "I (Peter du Toit) am hoping to structure some Legends of the 9-Hour days in 2008 around the country however, we will not go anywhere where there is no category compatibility. There is no way that a Cortina Lotus which is correct in terms of its period is going to be beating (sic) up by a Dazzle Datsun with slick tyres and engine and gearbox specs not even dreamed of in its day!"

Excuse me! The rules that govern classic and historic racing in South Africa are duly prescribed and applied by the relevant race track owners and or chairpersons of such committees that host such classic/historic formats of racing. Each car is further scrutinised in accordance to such stipulated MSA GCR rules which may also include such appendices and or dispensations as may be applicable for that race year before being allowed to race. If the governing rules therefore applied allow such changes to include modifications to suspension, gearbox and tyres within such controlled and defined parameters and furthermore, that engine blocks, cylinder heads and camshaft geometry be in accordance with the 'period' of such motor manufacturer, why make the accusation that a Dazzle Datsun should not beat up a Cortina Lotus which is also deemed 'correct in terms of period'. This specific reference in the article sounds more like a personal vendetta rather than either the entrant driver, race car or race category not complying with such duly recognised and applicable rules which govern the specific race category. Should the Datsun vs Cortina Lotus then be in the same race category? Sorry, once again race entrants apply and abide by the applicable rules, not make them.

In conclusion, I sincerely believe it takes a race driver with talent and ability to outperform his or her opposition, irrespective of the vehicle type, whereas a person with loads of money and no talent or ability will usually always complain about being beaten by a poorer or lesser know competitor. Which category do you aspire towards Mr du Toit?

(Italics mine)

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.

Oops - Ouch - Damn

Saturday 1st September 2007 - The Friday practice session was somewhat sacrificed in an attempt to help my 'boet' rebuild and refit his L20 motor. The weather wasn't exactly playing game either but I managed to get a few laps in during the last session of the day. Saturday morning we qualified at 09h00 and the weather was really best suited for ducks - wet and cold. So it was off with the slicks and out with the intermediates. Yip rain / drizzle is an equalizer no matter who rides. I eventually qualified 18th on the grid at a qualifying time of 1:42:00

The first race was ran at 11h50 and the rain had cleared and the race line was dry. So it was off with the intermediates and on with the slicks. I somehow managed to get a good heat cycle in on the warm-up lap resulting in a good start. I got ahead of the class E cars by diving through the middle and lead the class for the first lap after which Fred in the 3.0 XLE Cortina eventually passed me going through turn 4 on the second lap. Not much else happened during the race and I finished 2nd in class E in that race behind Fred. I did however manage to improve my time from my previous race event which was clocked at 1:36:4 vs a previous best of 1:36:8







1st Lap still ahead of the XLE

Heat 2 and I was determined to try even harder to get as close to a 1:36:0 as possible. My pull away was not as good as the 1st heat but was more competitive. I had Derek (Anglia 1600) and Fred (Cortina 3.0L) all around me with a few Alfa's tucked in as well. Into turn 1 and it felt like month end shopping at the hypermarket till point with everyone determined not to give up their place. I held the inside line going through turn 1 and moved over slightly to the middle heading toward turn 2. Somewhere between changing from 3rd to 4th gear and with the adrenalin pumping big time the right foot did not co-ordinate too well with the left foot and the Dati hit 9000 RPM plus and died. My race ended in turn 2. @#$%^&*

A quick check back in the pits indicated no compression at all. Sunday we stripped the head only to find cylinders 1, 2 and 3 exhaust valves looking rather like fully opened carburetor butterflies.

So its back to basics again.

1. There are 8 laps to finish the race.
2. Trying to do it on lap 1 is not a good idea Ian.

See you on the grid next time.

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'.

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.