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.