Through darkened skies, rays of hope beam down........

“Challenges are what make life interesting and overcoming them is what makes life meaningful.” – Joshua J. Marine

As tough as what 2016 has been, having to make changes, having to adapt to circumstances and having to overcome medical difficulties including surgical operations, perseverance has been absolute key in coping with most of these as well as overcoming some of the many other challenges.  During December 2015 my Boet spent the festive season with me and during that time a clapped out yet still roadworthy Datsun J was acquired with the intention of building it to race car in 2016.  It was duly transported down to Cape Town where was slowly built all while the build up of the engine, transmission and suspension parts were also slowly collected and assembled.  Many curveballs were also thrown in during this time and the challenges were huge BUT the 'never say die' attitude is at last about to be triumphant.  What would have taken only a few months to build under normal circumstances has taken close on to a full year to achieve the same result.  At times I guess it would have probably been a lot easier to just throw in the towel and to simply walk away due to not being able to do what you once could do but as I have stated before, that is not how we were raised.  Within the next few days or so, the final product of perseverance through pain and discomfort will finally be revealed.

My creation of this photograph somewhat depicts the dark days of difficulty during these times against the backdrop of Killarney race track with the race car nearing its final completion and shining from above are the light rays of hope indicating that all is not yet lost no matter how difficult it may be at times.

As my Boet is unable to physically do the testing driving of the car himself, he has asked me to be his test guide and for which I am truly honoured in having been asked to assist him with.  We do tend to take our racing rather personal and the edge of competitiveness that has existed between us is still there, so do try and understand his frustrations during this difficult time.

The final touches must still be completed during this week but most of that is now in the capable hands of the bodywork fitters and trimmers and the sign writer.  During the course of this week (28 Nov - 01 Dec) these final touches will be made and I will only make the trip down to Cape Town on late Thursday afternoon to see it 'in the flesh' so to speak.  Friday (02 Dec) all going well I will get the opportunity to commence the test procedure, the bedding in process and the final setups in the hope that by the end of the Saturday (03 December) we will have reached our target lap time goal.  All going well it should then be ready for the commencement for the 2017 season and it will make its official race debut during the Passion For Speed event to be held in the first week of February 2017.

Thanks Boet
Hang in there!!

Time to look back and take stock.

It has been quite a while now since my last blog postings but it is not because of a lack of interest nor for making or finding the time to reflect on what has taken place over the many months that have since passed.  To say that 2015 was a tough year would be putting it rather mildly yet each day that has also since passed in 2016, we were given a new day to take upon its challenges, its difficulties and its knock downs in life.  You see, this is not about me or my wishes.  Well actually it is in a sort of way.  It's not either about wanting to set deadlines and targets.  It's no longer about how soon or how quick can we build or even rebuild cars, race engines or even just being at the race track.  It is no longer about when will we get back to the place we so love and doing what we have done for all these years.  In fact, far from it I may add.  For now, its just all about being together whenever we can and to just work through this all.

Sometimes, no matter how strong willed the intentions of one may be and no matter how determined one may be there simply comes a time when the human body and mind eventually says, that's it, no more, time out.  It cries out 'I'm tired, I can't go on anymore' yet each day it is expected that no matter what your body tells you, or tries to tell you, you must try and simply ignore it and just push on.  After all, that's how we were both raised by our parents.  Never quit, never give up and always give your utmost best even when it feels that you are on your very last breath.  Well sometimes no matter how hard you try, nature has a better and stronger plan and short-circuits all your very good intensions.  Now don't get me wrong, this is not about seeking any sympathy or even asking for help in some sort of way.  It's not even about painting a sorrowful picture of sorts or to attract any sort of attention.  In fact it is more than likely the very opposite.  It's something just best kept quiet about and as time passes hopefully nature will heal all its own wounds and life will return to normal without as much as anyone even noticing it.  Yeah, dream on.

Each day so far this year, it has been a hard slog but not once was the towel thrown in.  You see, my boet is a determined fighter and at every given opportunity he will pretend and say I'm fine, there are other people that are worse off than me.  Everyday, no matter how difficult a day it may be, there was a smile, even if it was half hearted at times, a laugh, even if it was somewhat forced and even a time to crack a joke yet behind those disguises was someone in agonizing pain and continuous discomfort.  Each and every day added to the difficulties of just being able to get up and run a successful business come hell or high water.  I was aware of my boet's signs quite a while ago already, I could pick it up in his mannerisms, his speech, his ways and noticed his ever declining determination.  Yet as much and as hard that I tried, it was an impossible task to simply accept let alone sit and watch helplessly as lethargy literally took over more and more each day and as everything just slowly grinds to a halt.

It finally reached a point where the eventual decision was taken for him to close his business due to simply not being able to spend as much quality time as was required and as was demanded by the business.  Staff had to eventually open up his business at the crack of dawn so as to get the workshop up and running and ensure that a days work and new business could be completed all while medication and a lorry load of tablets kicked in in order to just be able to move .  Some days were often only spent half day at work as my brothers body simply could no longer keep up the demanding pace required that was once just the accepted norm.  Staff had to also close and lock up the business at night all while the medication just barely kept the pains and lethargy at bay.  This was no ordinary life anymore, but he pushed on.  Our racing had come to a grinding halt as result thereof.  All our racing cars were eventually sold off as there was simply no more place to keep and store them let alone be able to work on them.  This is not what was ever planned, it was simply what had to be done given the circumstances.  Luckily I did manage to keep my own project race car which I have been painstakingly busy with for approximately 7 years already but even that looked like I might just have to one day just accept that it might never happen.  We did eventually find a safe place to store my project race car where to this day it is still kept under cover while I still continue to source the many parts before it can even further commence being built.  The business was finally sold early this year and the stresses and difficulties of running a busy motor car workshop have for now been put behind my boet.  My hopes were already somewhat dashed back in 2015 when it became apparent that due to his ever declining medical condition there was simply no chance of having my race project ready by the beginning of 2016 yet I remained positive.  A fair amount of progress was still made during 2016 with me sourcing some rather hard to find and rather unique parts still needed and at times I still saw a glimmer of hope that just maybe we would now be able to have it ready by the beginning of 2017.   Reality still unfortunately dictates otherwise and due to the complexities and time still required to build it properly I will in all probability write off 2017 as well and start looking and hoping now towards 2018.  Expecting anything more would simply not be appropriate right now given the current medical circumstances.

My boet has been through a lot in more ways than one from a medical point of view but each and every day I still phone him, try and try and motivate him. We chat about getting back to doing what we once both loved doing together albeit it tough at times.  We just simply take it each days as it comes now.  The business is gone so making ends still meet brings on a whole new set of challenges working from home doing the odd job.  The monthly bills still need to be paid and the medical doctors still need to be visited for checkups as well as the ongoing medications prescribed which all still add to the now very much different everyday life.  As he said, there are people far worse off than him.

We will race again one day even if it means we do it in wheel chairs from the old age home.  That's just who and how we are.  It's unfortunately in our blood and our genetic make up.  If we do eventually get it right, it may not quite be like in the past but by remaining focused, determined and if nature just lets up a little bit we might just be able to get something together one more time.  The challenges will always be there, the difficulties will remain and the obstacles to overcome are perfectly understood but by simply sitting back and throwing your hands up and saying 'I give up' and in turn allow the mind to become negative will simply not ever achieve anything.   There may still have to be some huge lifestyle changes necessary in order to move further forward but together we will drive each other to attain our common goal to one last time be together on the track doing what we love best.

"Be proud of your pain for you are stronger than those who have none".

Thanks Boet.

Crickey Moses, what happened to 2015

They say the older you get the faster you were and that seems to apply to the years as well.  The time has just absolutely flown by.

Well looking back to the last post made in October of 2014 I must say that a few things have changed.  For one, the mighty 140Z was finally parked for good and was eventually sold off to a good guy who is smitten with Datsuns especially the B210 type.  Yes, it was a hard decision but at the end of the day it was a decision made, stuck to and there are no regrets in making the decision.  It was and always will be a very special car that delivered greatly, was a great crowd puller and was admired by many within the racing world.  To say it is missed is probably an understatement but the memories will live on forever. It currently still holds the Killarney lap record for a 4 cylinder 8-valve normally aspirated car at 1:21.3.  Long may it remain as such.

The little 1200 Datti has for the past 12 months been stuck up on a 4-post lift and remains up there until we can decide exactly the route forward to take.  During that time a decision by MSA to revamp the 'Historic' rules was thrashed out over 2 lengthy boardroom meetings lasting in total some 6 hours and to which I was a part of.  In a nutshell, the majority of the 'Historic' rules, baring some minor engine block clarification as well as cylinder head wording and suspension clarifications, saw that effectively the majority of the rules as was originally decided back for application in 2010 remain as such.  Capacity rule was thrown out as was balance of performance.  The pilots of such wonderful thinkings and ludicrous ideas soon had egg of their faces and not long afterward they all resigned from the positions of empowerment only two find that sanity prevailed at the end of the day.  Enough about that for now.  What was somewhat surprising is the turnaround which later ensued by the WPMC Classic Car category who uncharacteristically decided to do their own thing by moving to a pre-87 period cut-off which now also includes the pre-77 category.  To make things even more complicated the pre-77 races are already combined with the Fine Car category race and run just slightly ahead on the start grid and will likely further also include pre-87 in time to come.  (Good luck score keepers.)  All this in the belief that it would attract more cars and competitors.  Need I say it has not really had the desired effect at all (as yet) and last but not least the proposed set of pre-87 rules were thrown out by SPORTCOM and sent back to the drawing board as they excluded front wheel drive cars.  Let's see what 2016 holds for us on the long circuit.

To say that we don't miss or talk about the past would be a blatant lie as we do discuss the past from time to time.  In some of our most recent chats we have even considered the option to bring the Datti down from its 4-post perch, refresh the engine, give it a good once over and we may even land up doing the February race at Killarney coming 2016.  It's not a definite but hey any excuse to thrash the old Datti once again in anger. Also there is still the TOMEI project which has had to take a further  back seat during 2015 for a host of reasons but plans are in currently progress as we speak to use much of 2016 in tackling the project in full force at a quieter location. With luck, health and some much needed funds we hope to make the 1st race of 2017.  See https://www.facebook.com/tomeidatsun for some details and pictures of the intended project.

For now both Datsun drivers are still in full swing on the dirt oval and are currently midway through the 2015/2016 season with the holidays now ahead.  We will likely resume at the end of January 2016 and will then head through until just before the winter season sets in before we finally call it a day.  A lot of excitement, challenges and thinking is yet to be done but nothing has changed in our outlook towards racing, other than we are getting on in years and will have to face up to it that sooner or later we will have to call it a day. Till that day arrives, we race.  See https://www.facebook.com/richardsbrothersracing/

It would be rather uncharacteristic of me not to thank my 'boet' for all the effort, building of new oval track cars, preparation as always and unquestionable dedication to spending quality time together.  Words don't quite fully describe it but hey, its always truly appreciated.

Thanks 'Boet'

So there we were.

Wow its been such a long time since I have found the inclination let alone the time to continue my blog so now is perhaps as good a time as it will get.

The year 2013 ended with a only a reasonable amount of successes throughout the year for both of us all said and done but most certainly nothing to write home about.  Probably the highlight of 2013 for me was my 3rd attempt with my Datti at the LUK 3-Hour held at Aldo Scribante where we not only entered the sprint races but the 3 hour endurance race as well.  Basically we used the sprint races to get used to the track conditions and worked out a lap time strategy from there for the endurance race.  On previous occasions to this event we ran bearings at both prior events with absolutely nothing to show.  To our absolute amazement we used far less fuel than we bargained for, killed only 5 tyres, destroyed the exhaust headers which left my ears ringing for almost a week thereafter and managed to get 3rd in the historic car category. What a fantastic achievement from a well prepared little car all thanks to my boet.  Third time lucky as they say!!  Other than that not really much to write home about for the year and we thought that come 2014 everything will be bright and rosy and a good year to look forward to all things racing considered.  Little did we know......

The opening round of the 2014 season commenced with the Festival of Speed held beginning  February with the little Datti managing to finish qualifying and both heats but by the end of the 2nd heat the Datti had all signs of having run a bearing while the 140Z suffered a cracked bore and was sidelined from the initial practice session already.  With the 140Z out for quite a while all while trying to source a good used L20 block the little Datti continued throughout most of the 2014 season with bearing problems.  By mid season I had become somewhat despondent as no matter how hard we tried we were let down each time by mechanical woes one after another.  To add insult to injury, medical problems soon became apparent with my boet making it even worse but give up he did not.  On the odd occasion we would finish a race only to suffer bearing problems yet again early in the next round while at the same time the 140Z had by now found and fitted a new engine block and was ready to race only to find out that the brakes were now no longer functioning.  Brake boosters were changed, overhauled, vacuum piping was replaced and untold adjustments were made to the brake peddle adjuster all without success.  Finally in October a 3rd reconditioned braked booster was eventually found and fitted and we had brakes on the 140Z only to then find out it was too much brakes and in-turn within 1 lap we had now warped the front discs.  An after hours call was made to arrange for the discs to be skimmed on the car whereafter a brand new set of EBC race pass were fitted.  Around 9pm on the Friday night the brakes were bed in and we demon by comparison to the previous pads and at last we had the 140Z ready for racing.

Brakes just skimmed.

Came race day and lo and behold the 140Z qualified in pole position and it was huge smiles for the first time in a long time.  Meanwhile the little Datti felt strong on the Friday only to run.......yes you guessed it, bearings during qualifying just as the chequered flag came out indicating the end of the qualifying session.  Race 1 started with a huge expectation as the Datsun 240Z of Richard Quixley was 2nd and really on song throughout th whole season.  By turn one the 140Z was first into the corner and opened up and sizeable gap on the 240Z.  It was game on we thought but 2014 was not finished with us quite just yet.  By turn 5 the 140Z seemed untouchable and past the start/finish he slowed and pulled off at the end of the main straight with a blown cylinder head gasket.  And so we found not one but both cars out for the remaining race of October.  With the current rand/dollar exchange rate not in our favour and with the postal strikes still in full swing it is unlikely that a head gasket will be found and imported in time for the final November race meeting and will thus sit out until the new season starts in February once again.  At least we live in hope.  The decision has been taken not to repair the little Datti and instead it will now be stripped of its parts and the running gear which will be used to now complete the new TOMEI Sunny replica.  This has been a project in the making for a number of years while slowly sourcing special and specific parts as used in the original car.

For now we are both done and dusted with a rather miserable end to the 2014 season although it must be said that the Friday 'braai nights' held throughout the season made up for all the bad times.  So while we now sit and wait with abated breath as to how the 2015 will dawn upon us along with certain envisaged technical rule changes to be strictly brought into contention we will wait until then.   Will the 2015 February International takes place, who knows??
This leaves me only to thank one and all for the great times spent together at track side but more importantly to thank my brother who throughout the season even while not feeling 100% medically fit still made every effort to ensure that I at least got onto the track.  You are truly appreciated.  As for the results, shit happens.

Thanks 'Boet'

Historic Motoring Circus

The time has come I believe where competitors that currently participate in classic/historic racing should take a drastic stand with regard to their future participation in today's ongoing historic circus.  It's also time for you, the dedicated competitor to take into account as to who actually pays for who to race and who incurs such losses each and every time a new broom decides to sweep clean.

Allow me to take you back to around the year 2005/6 where at such time the northern region (HRCR) had a separate set of Pre-77 rules to that of the (WPMC) Western Cape.  By and large both regions were doing the same thing albeit under a slightly different set of specified rules.  At no stage have the two separate regions ever competed against each other in any championship but have on the odd occasion raced on invitation (non championship events) at various venues around the country in organised events e.g. 2005 and the 2006 Bosal Historic weekend at the old Wesbank Raceway circuit as well as various Springbok series events held at Kyalami, Zwartkops and Killarney over previous  years.  I recall witnessing some of the best historic racing during these years leading up to 2009 when it was ultimately decided by both the northern region and Western Cape region to come together and formulate a set of rules together along with the MSA appointed body, the HMC (Historic Motoring Commission).  [See WPMC Rules 2009 and HRCR Rules 2009]
Many hours, days and weeks were spent formulating such rules by all parties concerned and which eventually sufficed both regions (these being the largest in the country) and which the HMC felt was both workable and enforceable.  Allow me to reflect such written duties of the HMC: (See HTP MSA document) 

• The MSA Historic Motorsport Commission is charged by the BoD of MSA to approve all Club, Regional and National regulations relating to Historic Motorsport.  They are also charged with making sure that the regulations are adhered to and their TCs (Technical Controllers) have the authority to override any decision of a technical nature at the highest level. 
• Clubs are encouraged to submit their own Regulations to the HMC for approval.  Clubs and the HMC TCs then control these regulations. The HMC will approve these regulations by mutual agreement with Clubs on issues such as time periods and lists of eligible cars to the various time periods.

A further decision was taken that the (then) newly formulated rules should be put into place for a minimum period of at least 3 years where after they could be reviewed only if absolutely necessary and were to commence and to be enforced as from the beginning of the 2010 season.  This for the first time saw that a set of 'national' historic rules were now in place even although both regions still did not compete against each another in a regional or even a national championship.  The northern region had already as far back as 2009 already drawn up a list of engines that were deemed eligible and which merely indicated what was already being permitted since before 2005 already by the then HRCR.  Effectively little or nothing had really changed and everyone carried on with the now enforced set of 'national'  rules.  During the month of July 2012 a meeting was held at Kyalami by the northern region section (by then the HRSA) and it was also attended by a representative of the HMC , Dave Richardson, where it was stated categorically that the various 'clubs' around the country had called for the cars to be slowed down. This was disputed in writing at such time (2012) by the then WPMC classic car category chairman and such was duly submitted to the HMC.   

[Good morning Mr Dave Richardson,

I write this mail to you as the current chairman of the Classic Car Section of WPMC.  I have listened to the recording of your meeting where you made mention that the introduction of performance limiting is being motivated from the clubs and you make particular reference to the WPMC Classic Car Committee.  I respectfully request that in future if you wish to make comments of this nature that you first check with me to ensure that these opinions are in fact the opinions of our committee.  For the record we have had no formal discussion on this matter and we would not express our opinion without first debating the topic with our drivers.  As such I respectfully request that you formally advise your members who attended this meeting that your comments relating to the opinions expressed by the WPMC Classic Car committee were made without any consultation with us and they are not the opinions expressed by our club members.  We are not saying that we oppose Performance Limitations being imposed and we are open to debating them but we strongly object to our name being used in this fashion when we have never formally expressed this opinion to you.

Regards]

The then northern region saloon car vice chairman at the time was less reluctant to dispute such claim (makes you wonder why?) and effectively the subject was a closed matter, at least for the time being.

In a part reply from the HMC representative it was then subsequently stated:

[Hi ,

In view of (name withheld) mail which I have just replied and copied to you to, I have assumed that performance limitation is on your agenda. Regarding the recording, the context is that nothing major would be changed “without the clubs driving it” not that they were. My apologies if this was misunderstood.

 it went on further to state;

The HMC will not implement anything for 2014 without at least WPMC, ZOC & HRSA agreeing.

Kind Regards
Dave Richardson]

At the end of the 2012 season those very same rules were effectively up for renewal and or amendment yet the decision was again taken by all parties concerned including the HMC to retain the very same set of rules for the 2013 season. Effectively then, for a 4th year without any change to the rules.
At the commencement of the 2013 race season there was already an awkward awareness of potential outside interference and coercion with certain persons running up to the election period to be held in the northern region.  Around 13 March of 2013 the northern region held their category annual AGM where the various sub-committees were elected to serve their term in office.  By the end of the sub-category elections it was blatantly evident of how things were likely to pan out within the pre-77 category and many were now simply waiting for the 'new broom' effect to commence.  Exactly 11 days later on 24 March an email was released with proposed rule changes for 2014 with the specific intention of slowing cars down yet they used the reasoning that it was the racing costs that were the main reasoning behind such proposal. It was also requested that competitors provide the category with feedback and ideas in this regard.  A meeting was then subsequently held on the 15th April 2013 with the HMC along with the various sub-category chair persons where changes were tabled and which will have a huge impact upon the pre-77 category should such be non-democratically and or autocratically enforced.  In addition it would also appear that a decision to move the category cut-off date from pre-77 to pre-79 has also been taken again without any consultation or input from the competitors.

Whatever the intention is or may have been with regard to any supposed cost saving as originally alluded to in the email of 24 March 2013 is largely in my opinion nothing further from the truth.  Without elaborating in any detail on all the changes proposed, consider that most if not all Anglia's currently racing (nationally) will have to replace their engine blocks to conform to the maximum allowance of a standard 1600cc Kent block for which you will still be further penalized.  Others include the infamous Datsun 1200's which now have to use a maximum of a standard 1400cc A14 block specification which is only 200cc bigger than original compared to the Anglia's permitted 400cc capacity increase. (Somehow the Ford's are still favored.)
As for many others like the Mazda rotary's a balance of performance will now be introduced for those cars, such performance formulas yet to be announced and not to mention the sudden prohibition of perfectly legal porting that is to now be prohibited.  Effectively the HMC TWC (Technical Working Committee) has lost the plot as one fails to fathom how they derived to permit a 200cc engine capacity in some car makes while permitting a 400cc in others.  Does the Capri v6 Essex 3.4L still qualify?  No, the use of a standard crank will take care of that. In some cases they have not even taken into account of what was actually raced within the period.  So much for the commission being on top of their game.
Of course they also intend to conveniently prevent the SSS box shaped Datsun to run anything bigger than the L16 engine even although sufficient proof  exists to show that it was raced in 1972 in the SCCA Trans-AM 2.5 series with the L18 engine.[See article]
Yet in other cases they have all of a sudden permitted the use of equipment which was not even used or permitted within the period such as the Oettinger 16V cylinder head which was not ever available prior to 1977 and which was only permitted from 1981 in the 1600 Volkswagen Golf S (which stood for 'Soupapes par cylindre ').  It was homologated only in December of 1981 under homologation number 677 which means it could not have been homologated prior to 1977 for use thereof. [See proof]
They correctly first ban the use of the out of period Cosworth YB cylinder head and then at a later meeting change their minds to then allow it and all of a sudden to also allow a BMW M3 multi-valve cylinder head which is also from outside of the cut-off period.   How is it logically possible to run a 16V non period head cheaper than a 8V cylinder head if 'cost' was such an issue to them?  And so the list continues with omissions and changes not properly and carefully thought through but merely to please those few who are once again determined to change rules NOT to please the majority of existing competitors but rather some minority.
  
The rules which have been in place since 2010 and that were once agreed upon by the various regions and technical consultants (TC's) including the Historic Motoring Commission (HMC) and which were accepted and adopted by all the competitors of the Pre-77 category on a 'national' basis, are now suddenly no longer OK as from 2015.  At least that is what it appears to be by the sounds of it.  This comes upon after the AGM of the northern region Saloon Car category where it was specifically stated in the minutes of such AGM: 

Saloons as a category, is very healthy at the moment with the usual suspects at every race meeting. The standard of our cars keeps on getting better and better, so let’s all be proud of our achievements in this area. There are some great cars being built at the moment and we can expect their arrival in the new year. The trend with Saloons at the moment is if you don’t go big, go home, which is brilliant to see.

The proposed changes (such made without any input or any proper consultation with the WPMC) as intended will effectively ADD huge cost and expenses to many competitors to now simply throw away currently eligible and permitted engine blocks, forged pistons, con-rods etc. and replace such AT OUR ADDITIONAL cost to merely appease.

Competitors should now once and for all decide;

1. Do we remain in this current  historic circus with such ever and on-going rule changes or do we throw caution to the wind and waste even more money (so much for them reducing our racing costs) which most competitors can simply ill afford in this day and age to merely please a minority group's thinking.
2. Do you perhaps move on to a different race sector (e.g. Super Saloons) which would in all probability welcome you with open arms and thereby diminish the existing Pre-77 category substantially for them to carry on and do as they please as from 2015?
3. Do the existing competitors (nationally) perhaps even consider forming a new category of club racing named something entirely different or perhaps even amalgamate with an existing category and withdraw entirely from the WPMC and HRSA's Pre-77 Historic Racing category as well as from the HMC who has clearly demonstrated its inability to be consistent, fair and prevent such ever on-going rule changes within the Pre-77 category in addition to its inability to live up to its obligation to merely approve such submitted regulations from each club/region? (Also remind yourself of what has become of the annual Retro 9-Hour event and which now enjoys only a mere hour at each race meeting.)

It is perhaps now time for you the competitor to finally sit down and think long and hard.  Think of what has already been proposed/decided by those that were supposedly elected to represent the interests of the sub-category's members.  Familiarize yourself with the club members constitutional rights.  Then finally ask yourself, do I continue down this same path yet again, wasting more money and continue in hoping that things will change.  The writing is on the wall.
(Einstein once quoted; "Insanity is doing the same thing over and over again and expecting different results.")

The Way it Was Then vs The Way it is Today

All my life I've been a keen lover of music, mostly of rock music but my likes also includes a wide variety of across the board type genres.  I do have my personal favorite bands, musicians and best artists of all time and am as happy to listen to 40 year old music as I am of the more modern day era compilations.  This evening it suddenly dawned upon me that my music likes and dislikes have something in common with motor racing which is another favorite of mine.  I know you may think I've gone totally bonkers but hear me out.

You see the type of racing that I enjoy and in fact actively participate in is known as historic racing or classic car racing which was done before January 1977.  This format or category of motorsport is governed by a set of rules which specifically stipulates that the parts used on the car e.g. engine, gearbox, cylinder head, bodywork etc. must all be from within the period which occurred before 1977.  We're talking here of some 36 years and more ago I may just remind you.  Of course, as time moved on so parts for those 36 year and older cars became obsolete or in the least scarce and as such, allowances had to be made to accommodate those older cars.  In reality, then these cars are not 100% accurate as they were in the day simply due to the unavailability of such original parts.  While most racing cars in this category around the country still largely conform to the original manufacturers parts such as engine type, gearbox, cylinder head, bodywork etc.compromises were permitted and afforded so that by and large it still resembles the way it was raced many moons ago and affords that such wonderful cars can still be seen today on a track near you.

Now the more purist type would argue flat that this is not how it was done back then and takes away from how it was raced nearly 40 years ago and that every effort should be made to race it like it was in the period.  A lot easier said than done and as such it often leads to much heated debate at times when one tries to explain that manufacturers simply no longer make these parts and are as such not freely available any longer.

So what has this all got to do with my opening statement regarding my music preferences?  Well, quite a lot in fact.  You see way back in 1962 a British band called The Rolling Stones was formed and became famous with band members Mick Jagger, Keith Richards, Bill Wyman and Charlie Watts.  They were a huge hit in 1960's and early 70's with famous songs such as Honky Tonk Women, Time is on my side, Under my Thumb, Brown Sugar etc. to name but only a few.  They toured the continents and became one of the greatest British bands to ever tour the world.  Which made me sit down and think a bit.  Here they are below playing another famous hit of theirs which was released on 13 May 1966 called Paint it Black;

You see more than 45 years ago, they used pretty basic type musical equipment with not many frills and stage lighting effects, backdrops and such like yet they churned out hit after hit, album after album and became music sensations.  Many, myself included still have some of their original material of the 60's and 70's on vinyl.  As we grew older such was eventually transferred onto more modern media such as cassette and still much later onto compact-disc and even DVD.  Whatever format their music is contained on, it remains as ever popular and brings back such wonderful memories of more than 40 years ago.  I also observed their playing style, musical equipment and individual stage personalities as they performed some 40 years back, their clothing fashions and stage movements.  I then compared them performing in modern day on 25th November 2012 at the O2 arena as seen here below performing the exact same hit, Paint it Black;

So the question I pose is this:  The Rolling Stones were formed back in 1962 and are still performing live concerts around the world to this very day and have just completed their 50th Anniversary Tour and are still playing in front of thousands upon thousands of fans worldwide.  What I immediately observed is that they don't make use of the semi-acoustic electric guitars, valve VOX amplifiers, cabled microphones and guitar cables.  Everything today is cordless microphones, cordless guitars, modern transistorized amplifiers, stage props etc.  Does that now make them no longer the Rolling Stones as we once knew them back in the 60's simply because although they are still playing the same songs they played all those years ago, such is now performed by using more modern equipment?

For sure these guys have all aged, are using more modern type musical equipment than what they played with nearly 50 years ago but all their music is still instantly recognizable, it's still a big hit with many folk of that era and is still enjoyed by millions around the world not giving a shit about equipment not being exactly the same as when they originally played it back then.  It's time that classic/historic motor racing wakes up to the same fact, that time doesn't stand still and that it actually waits for nobody including the so-called purist.  So to all those still believing you can't get no 'Satisfaction' wakey wakey, life's too short, enjoy it while you can, after all, you are running Out of Time    So please Get off my Cloud  and let this be 'The Last Time'

Trackside camraderie

Hello 2013!!

Its been a while since I last posted anything new but we have been caught up with many other things among them work which without, almost everything would come to a halt.  Since the season ended last year we have started on the new car project but have a very long long way to go still.  As for the other cars (BRE, 140Z and the Datti) well they're standing literally where we left them last year and will decide in due course how we play the year 2013 that lies ahead.

A while ago I overheard someone saying there needs to be more atmosphere and camaraderie especially among the classic car guys.  I stopped and thought about this for a while and came to the conclusion the we have been 'gooi-ing gees' for the last 6 or more years at virtually every race meeting.  I mean we practice like everyone else on the Friday and if our cars are all sorted we light the fire and the camaraderie starts flowing.  By 18h30 most of the other competitors have dwindled away while we are participating in the 'gees' with a handful of die-hard buddies.  Of course a couple of liquid refreshments (hydraulic sandwiches) are always enjoyed especially a few 'cold ones' after a hot Friday session and by later that same evening we sometime have up to 15 or more visitors and a few 'bos luise' as well. The more the merrier as the saying goes.  As the vocal cords start producing greater air velocity with many stories and jokes doing the rounds, so too does the volume of music increase which can range anything from the Mamma & Pappas, 60's, 70's to even German folk songs and in between we even squeeze in some Weskus traditional music.  By then the 'cold ones' are almost finished and 'Rich e Lieu' starts to take over.  On a bad month 'Drosdyhof' does some fine dining. 

An overseas visitor last year for the Ford & Friends weekend says he's never ever experienced such a vibe anywhere else in the world and he travels the racing world for a living doing photography.  See Speedhunters - Z

Pictured below on the extreme left (right as you look) is Bryn Musselwhite who did a photo shoot for Speedhunters.  After the shoot an interview was conducted and we explained that we braai (BBQ) after a practice day.  He popped the question, So tell us about that? “A fire creates atmosphere, we said, add meat and alcohol and with those two and it’s a bloody good combination.” - I’ve never been to a race circuit like it before and I’ll show you some more in another post, it’s a great place" said Bryn.

He even waited for the sun to set before whipping out his camera and snapped the occasion.

“The motor racing is the cherry on top. On a Friday night we all get together and Braai (BBQ), drink and we talk sh*t. If we get a chance to race then that’s a bonus. The camaraderie and the talking is what it’s about.”

These photographs above were taken at the 2012 Ford & Friends event and is unusual in the sense that we don't normal take photos.  Spanners, crowbars,stop watches we have but not cameras at the track.  What has become a custom is that we are often some of the first to get to the track and definitely the last bunch to leave. 

Taking it one step further, such tradition, camaraderie and track braaing is not only reserved for Cape Town (Killarney) but is enjoyed and performed at even away races we attend such as the past weekends racing at Zwartkops in Pretoria West (3 Feb 2013).  A completely different atmosphere but one with the same result.  We are again the last to leave the place and the 44 gallon drum nearby is equally filled to near overflowing capacity with recyclable beverage holders.

So while our cars may not be ready as yet for 2013 we have already secured enough wood, a case of 'Polisie Koffie', we have Bells by the dozen, Windhoek Lights by the case, plenty ice and a Jukebox loaded with plenty oldies ready to start the new season. 

So if you are not finding sufficient camaraderie or feeling the 'gees' at the track don't look our way, we already have a reputation for not knowing when to go home and its infectious towards other petrol heads and competitors alike.

So where were you??

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'

Hot and Cold

Well you may have noticed that for the first time since my blogging I skipped May month as quite honestly there was nothing worthy to report back on.  The 140Z suffered bearing failure while the Datti holed a piston.  On closer inspection it was analyzed to be oil starvation of the center main in the case of the 140Z while on the Datti it seems apparent that metal fatigue was the cause of holing the piston and NOT detonation as was initially suspected.  A great deal of extra careful preparation was put in this time by 'Mr Datsun' as being sidelined on any race day is most demoralizing but such is the nature of the game.  Hopefully all the dedication would finally pay off in our favour this month.

Having had both engines rebuilt, both were now in need of some pre race mileage but being the month of June it is also one of the wettest of the winter season.  As mother nature would have it, the Friday was rained out most of the day and we both were unable to get down to put any decent mileage on but were offered a last minute grace after the last practice of the day to put in all of 3 laps to at least ensure that everything was OK.  That was the total sum of for both cars and would have to make do for qualification the next morning  at 09h00. Another very unusually tradition was broken as we decided that the weather was simply not conducive to tanning meat in the rain and as such postponed such for the first time that we can remember.  (I'm sure some of the bad luck we both encountered the next day was as a result thereof.)

As we were only out to qualify at 09h00 we lay in until 06h45. got out of bed rather hesitantly and started making our way down to the track via the 'Montana-gue' workshop as we still had to find a spare temperature sender unit for the Datti.  From there we hit the track and leisurely performed our usual routine before qualifying.  This also entailed that both cars would be on full wet tyres as rain was far from letting up as yet.  With quite a few car withdrawing for different reasons the field was a little thin but what the heck, this was weather for ducks anyway.  The rain let up slightly and we managed our qualifying in the wet and slippery at 09h45 with the 140Z being place on pole and the Datti down in 5th with a 1:48.9.   Soon after qualifying it started to rain some more.  So we left the cars on the full wets and passed our time waiting for race 1 which was due off at 11h30 but due to all the delays eventually only got underway at 12h45.  With just minutes to spare before the first race, 'Mr Datsun' suddenly decided at the very last minute to go onto full slicks which we managed to somehow do but with no time left we left the Datti on full wets which would turn out to be the wrong decision.  Too late, snooze you lose as they say.

Race 1:
Due to all the lengthy delays, the rain had held up and a dry line had started forming around most of the track and by the time we had done our 2 lap warm up it was inevitable that the full wets were now useless to say the least.  What the heck, I would give it my best even if it meant I would destroy a set of tyre in the process.  At lights out the 140Z felt strong yet the Cosworth powered Pinto had the legs going into T1 with the 140Z hot in pursuit.  Further back the Datti did its best to just hold on to getting into T1 with the rest already hunting down the Datti like a pack of ravenous wolves.  By lap 3 I was dead meat and even the class D cars were passing me.  Meanwhile up front the 140Z was in a duel of serious note and had his hands full in keeping up with the Escort, that of Neil Hawkins.  'Mr Datsun' played a waiting game sussing each move out and on lap 5 tried to make his move on lap 5 but was too hot going into T3 which left him with no option but to back off.  This mistake resulted in that the back end of the car getting light and unsettled the car too much putting him into a 360 spin coming out of T3.  That put paid to any chance of a win and the 140Z had to settle for 2nd place some 5.02 seconds behind the 16 valve Escort.

Race 2:
With the weather having cleared of rain for now it was safe to assume the use of slicks yet again but the clouds were once again threatening from the south.  We managed to get underway at 15h20 some 1 hour later than scheduled but hey there was no rain and that was OK with us.  This time the 140Z would start from 2nd while the Datti (now on slicks) would start from 10th place.  At lights out the Datti was off the mark like a scolded robbers dog and by the time I hit the start finish line I had already made up 2 places with T1 still to come.  The 140Z meanwhile was again out-dragged going into T1 but this time there would be no mercy shown.  They were tucked up nose to tail looking like a convoy with the Datsun now being severely held up in T2, T3 and T4.  The Datti again found another 2 places coming out of T1 and by T2 was already up into 6th place.  The chase was on to try and make up some time but catching the Alfa and Zakspeed Escort up front was one thing, passing them would be something else.  Lo and behold on lap 4 with a slowing Zakspeed going into T5 and the Alfa following his race line I dived low and passed the Alfa out of T5 and then passed the Zakspeed down the main straight leading both into T1 again.  I managed to hold on until lap 6 when somehow they eventually both passed me yet again and I was relegated to finish 3rd in class B for the day. Meanwhile the 140Z now on lap 2 had decide were the weak point was and closed in on the back of the Escort going into T1.  Almost touching they both headed towards T2 where the Datsun made his move to the outside and out braked the Escort into T2passing him on the outside.  Through the kink the both drifted and by T3 the Datsun was already pulling a gap.  By T4 it opened some more and the chase was now in full reverse.  This endued for another 2 laps when suddenly the gear lever on the Escort snapped off and that was game,set and match no tie breakers.

And so ended a weekend of drama, uncertainty, jubilation and chilly weather with both Datsuns still in one piece and which will live to race another day.  A huge thanks to my 'boet' for making all the effort and sacrifices to ensure that both cars could make the grid and most of all that we managed to have fun while putting on some enjoyment for those die hards who came out and supported the days racing.

Thanks 'Boet'