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.
Friday, 27 July 2007
Saturday, 14 July 2007
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:
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'.
Tuesday, 26 June 2007
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.
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.
Monday, 25 June 2007
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.
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.
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).
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
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
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