msa magazine, winter 2014

WIN

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014

THE MAGAZINE FOR BRITISH MOTOR SPORT

MYTH BUSTINGRocky road to the topWhy struggling can be a good thing…Page 32

THE ESSENTIAL GUIDE FOR CLUB COMPETITORS VITAL STATS: INSIDE TRACK ON TRUCK RACING BUYERS’ GUIDE: THE ‘SLICK’ ROUTE TO SUCCESS PLACE NOTES: REVIVAL CONTINUES AT MALLORY PARK

HISTORIC RACING

THE BOOM THAT WON’T BUST

NEW SERIES: FORUM ON A CLASSIC SUCCESS STORY

MSA FORMULA

THE START OF SOMETHING BIG

THE LOWDOWN ON BRITAIN’S JUNIOR

SINGLE-SEATER GROUNDBREAKER

Meet the enthusiasts who defy the odds – and convention – for their love of motor sport

Driving down the barriers

001 cover.indd 1 07/11/2014 11:55

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RYAN INSURANCE MSA SUMMER14 BLACK.indd 1 30/09/2014 10:03

this issue

www.msauk.org 3Winter 2014

WIN

TE

R 2

014

THE MAGAZINE FOR BRITISH MOTOR SPORT

MYTH BUSTINGRocky road to the topWhy struggling can be a good thing…2

THE ESSENTIAL GUIDE FOR CLUB COMPETITORS

VITAL STATS: INSIDE TRACK ON TRUCK RACING

BUYERS’ GUIDE: THE ‘SLICK’ ROUTE TO SUCCESS

PLACE NOTES: REVIVAL CONTINUES AT MALLORY PARK

HISTORIC RACING

THE BOOM THAT WON’T BUST

NEW SERIES: FORUM ON A

CLASSIC SUCCESS STORY

MSA FORMULA

THE START OF SOMETHING BIG

THE LOWDOWN ON

BRITAIN’S JUNIOR

SINGLE-SEATER

GROUNDBREAKER

Meet the enthusiasts who

defy the odds – and convention –

for their love of motor sport

Driving down

the barriers

001 cover.indd 1

07/11/2014 11:55

Contents

WIN! a Casio Edifice Infiniti Red Bull

Racing watch p47

05 On the grid Silverstone Experience competition

06 Action replay Drag racing shock and awe

09 Briefing All the latest motor sport news

21 Opinion Motor Sports Council chairman Tony Scott Andrews speaks out

23 Talking heads Are UK tracks good prep for F1?

25 Cover story Proof that physical disability is no barrier to participate in motor sport on equal terms

32 Myth Busting Why the odd stumble on the rocky road to stardom can actually help young talent in the long run

34 MSA Formula The lowdown on Britain’s new single-seater championship

38 The Forum New series: we gather the experts to discuss hot topics. This time historic racing is in the spotlight

44 Vital Stats The inside line on the heavy-metal world of British truck racing

47 Toolkit The trailer that’s also a motorhome

48 Buyer’s guide Lubrication advice as we highlight the best oil products on the market

51 Place Notes The saving of Mallory Park

55 National Court

66 Simon says Pit-to-car communication? Drivers don’t always listen…

34

38 44

Gordon CruickshankMotor Sport’s deputy editor competes in road rallies despite his own disability. We sent him to meet like-minded participants at Silverstone.

Paul LawrenceOur historic racing expert gathered leading figures for the first in our new Forum series. He also investigates the world of truck racing.

CONTRIBUTORS

Simon ArronHe spent 12 years on the road as a Formula 1 journo, but Simon is always happiest at Mallory Park. He finds out more about the track’s future.

COVERON THE

Nothing matches the excitement of being shot at, but motor sport is the next best thing… p25

003 Contents DS.indd 3 07/11/2014 12:01

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www.msauk.orgWinter 2014 5

EDITOR Damien Smith

PUBLISHED ON BEHALF OF MSA BYMotor Sport Magazine Ltd. 38 Chelsea Wharf, 15 Lots Road, London SW10 0QJTel: 020 7349 8497www.motorsportmagazine.com

THE VIEWS EXPRESSED BY THE INDIVIDUAL CONTRIBUTORS ARE NOT NECESSARILY THOSE OF THE MSA. EQUALLY, THE INCLUSION OF ADVERTISEMENTS IN THIS MAGAZINE DOES NOT CONSTITUTE ENDORSEMENT OF THE PRODUCTS AND SERVICES CONCERNED BY THE MSA.

THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)

EDITOR’SLETTER

A photoshoot at Silverstone in October? We were asking for trouble. Sure enough, it was cold and wet when we gathered the half-dozen cover stars for this issue. Photographer and

Silverstone local Jakob Ebrey worked fast, but with zero shelter from the elements our guests were soon frozen to the bone.

Did they complain? Of course not. These are hardy individuals, each with their own incredible story of overcoming significant personal hardship to participate in motor sport. They refuse to slow down for anyone or anything – including typical Silverstone weather. We hope you’ll gain inspiration from their tales and spread the word that our sport is indeed accessible to all.

Elsewhere, we acknowledge the incredible success enjoyed by British drivers on both the national and international stage this season. Lewis Hamilton’s record-breaking feats to become Britain’s most prolific Grand Prix winner is far from the only story.

We also introduce a new series, known simply as ‘The Forum’. For each edition we’ll gather leading figures and quiz them on hot topics from their particular sphere of motor sport. We start with historic racing. Feel free to contact us at [email protected] if you have suggestions of other branches you think we should tackle. After all, as an MSA licence holder this is your magazine.Damien Smith, Editor

facebook.com/msauk twitter.com/msauk The grid

ART EDITOR Damon CogmanDESIGNER Zamir Walimohamed NEWS EDITOR Tim SwietochowskiSUB EDITOR Gillian RodgersADVERTISING Peter De Vries & Kit [email protected]@motorsportmagazine.co.ukCOMMERCIAL DIRECTOR Sean CostaPUBLISHER Sophia DempseyPRINTED BY Precision Colour Printing, Telford, Shropshire, UK.

Nobody could fail to be delighted to find a Silverstone driving experience under the tree this Christmas and with vouchers starting at £89 your loved ones could experience the adrenaline rush of driving in the wheel tracks of their F1 heroes in a choice of incredible cars including Ferrari, Aston Martin and Formula Silverstone. For an additional £40 the £89 voucher can be upgraded to include two tickets to Friday of the 2015 Formula 1 British Grand Prix which represents great value and cannot fail to put a smile on someone’s face on Christmas morning.

A must for every motor sport fan is the Silverstone tour which takes visitors behind the scenes at the famous Circuit and can be purchased from as little as £20 each or £55 for a family of four. The two-hour interactive tour tells the story of the Home of British Motor Racing and culminates in the opportunity to stand on the top step of the British Grand Prix podium.

We have a Ferrari Thrill F1 Christmas Bundle to give away which includes 2 tickets to the Friday of the 2015 British Grand Prix. In order to be in with a chance of winning please answer the following question:-

On what date is the 2015 Formula 1 British Grand Prix being held at Silverstone?A) Sunday May 31B) Sunday July 5C) Sunday August 30

For further information on the full range of Silverstone’s Christmas gifts this season visit www.silverstone.co.uk or call 0844 3728 270.

SILVERSTONETHE PERFECT PITSTOP FOR YOUR CHRISTMAS GIFTS!

Silverstone has a range of gifts for those looking for the ultimate Christmas present with incredible offers on a wide range of its Driving Experiences, circuit tours and memorabilia.

YOUR THOUGHTS!

We want to know your opinion on which

motor sport issues MSA magazine should cover.

Email us at msa@motorsport magazine.co.uk

welcome

COMPETITION

05 Forum DS.indd 5 07/11/2014 12:06

www.msauk.org Winter 20146

WHO: Urs Erbacher, Top Fuel drag racerWHAT: Santa Pod, NorthamptonshireWHEN: May 25 2014

Renault MSA Young Photographer of the Year Tom Loomes somehow keeps a steady hand as Urs Erbacher unleashes 8000bhp as his Top Fuel dragster prepares to disappear from the startline at Santa Pod. Loomes’ successor will be announced at the MSA’s Night of Champions in January.

The FIA European Drag Racing circus returned to Santa Pod in September when Norwegian Thomas Nataas secured the title and a new record of 316.4mph, in 3.949sec over the 1000-foot strip.

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This 500 piece limited edition is a tribute to one of the finest cars and greatest achievements in British motorsport history.

Speed. Courage. Glory.

493_ChristopherWard_MSA.indd 1 27/10/2014 10:45


news

BriefingRoad safety film makers travel to Monza; golden year for British title winners; BTCC trio for ASI

ISSUE:IN THIS

GOVERNING BODY HAILS LAUNCH OF NEW WEBSITEBritish motor sport has gained an effective online hub in the shape of the governing body’s new website, which provides a better service to the sport and meets the needs of competitors and volunteers.

The www.msauk.org website has been completely redesigned, providing a more engaging user experience with improved content, style, layout and functionality. Member services continue to work as before but with an improved interface, while newcomers keen to find out more about the sport can benefit from a raft of improvements to the public-facing portions of the site.

Rob Jones, MSA Chief Executive, said: “In recent years our website has been little more than an administrative tool – and an often confusing one at that. The new site has been completely overhauled; starting almost from scratch, we have evaluated what the MSA and – more importantly – the sport needs from the site and re-built it in that mould.

“We will make further improvements to our online presence and member services going forward, but this is certainly a great start and a giant leap in the right direction. We are confident that motor sport’s competitors, marshals, officials, clubs and fans will agree.”

LATEST RULE CHANGESThe latest rule changes approved by Motor Sports Council include Frontal Head Restraints being mandated for drivers of post-2000 single-seaters from 2015 and all circuit racing – except historic – from 2016 (see page 14).

In rallying there are new limitations – from 2015 – to tyres permitted for stage rallies on unsealed surfaces subject to the Master Agreement. The new Tyre List 6 details all acceptable gravel tyres, the aim being to reduce road damage and costs.

Karting decisions for 2015 include reverting to 2013 yellow flag regulations. Additionally karters will be able to join the senior category aged 15, subject to conditions. The Bambino class-leaving age has been extended slightly, and rules for kart championships running at club meetings have been clarified.

The minimum International licence upgrade requirements of FIA Appendix L have been incorporated, so as not to disadvantage British competitors. FIA regulations for electric and hybrid vehicles have also been adopted.

The list of recommended equipment on race and speed marshals’ posts has been updated and the Rescue Crew’s role has been clarified. There is a new definition of Touring Assemblies to help clubs wishing to organise informal social runs.

The full text of any new rules approved by MSC will now appear on the MSA website at www.msauk.org/regulations rather than on the ‘carrier sheet’ of this magazine.

COUNCIL

MSA

An improved online presence for UK motor sport

009 News DS.indd 9 07/11/2014 12:12


VISIT US AT AUTOSPORT INTERNATIONAL STAND NO: 8500

QUAIFE MSA AD.indd 1 27/10/2014 22:24

news

ROAD SAFETY

MSA film competition winners meet Hamilton and Todt at Monza

TRIP OF A LIFETIME FOR ROAD SAFETY FILM MAKERS

The winners of the inaugural MSA road safety film competition enjoyed a once-in-a-lifetime trip to the Italian Grand Prix in September, where they met Formula 1 driver Lewis Hamilton and FIA President Jean Todt to receive their prize cheques.

Ten students from Hurtwood House school in Surrey and Mid Kent College received £2000 each for their media departments after creating short films bringing to life some of the FIA’s 10 Golden Rules for Safer Motoring.

Hamilton has supported the initiative from its inception and judged the shortlist

of finalists alongside Sky Sports presenters Johnny Herbert and Natalie Pinkham. “It’s fantastic to meet the people behind the winning videos,” said the Mercedes driver. “These guys inspired me, so I’m sure they will have inspired the thousands of people who have watched these films.

“Road safety is a hugely important subject and it has been great to see how people can educate others in a fun and engaging way. I hope they all enjoy a weekend to remember here in Monza – a richly deserved prize for all their efforts.”

Todt praised the UK’s contribution to

the FIA’s worldwide Action for Road Safety campaign. “We are delighted that the MSA has joined with the FIA in this competition and it’s a pleasure to meet the winners,” he said. “We have such a strong model in Lewis, who always supports our initiatives, and this kind of competition brings these important road safety messages alive.”

The two teams also enjoyed a trip to the MSA British Touring Car Championship finale at Brands Hatch and will take part in a Silverstone experience day next year. Their films can be viewed on the new MSA website at www.msauk.org

Lewis Hamilton and Jean Todt (centre) hand over cheques to film competition winning teams

010 News DS.indd 1 07/11/2014 12:13

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news

An incredible year for UK motor racing has so far yielded British champions in Formula 1’s GP2 and GP3 feeder series, plus Formula Renault and both the world and European kart championships.

Jolyon Palmer, 23, was crowned GP2 champion after winning the feature race – his fourth victory of the season – at Russia’s Sochi Autodrom in October (above). As this magazine went to press, MSA Team UK’s Alex Lynn, 21 (inset left), was heading towards a near-certain GP3 crown ahead of fellow Briton Dean Stoneman (right), while Lewis Hamilton and Anthony Davidson were firmly in contention for the F1 and endurance world titles.

MSA Academy and Racing Steps Foundation driver Ben Barnicoat has swept to the Formula Renault 2.0 Northern European Cup in his first full season of car racing, aged 17.

And there was unprecedented British success in karting, with Lando Norris and Enaam Ahmed, both 14,

claiming the CIK-FIA Karting KF and KF-Junior World Championship spoils respectively. Ahmed also won the European KF-Junior title, with Callum

Ilott, 15, champion in the senior class.

Rob Jones, MSA Chief Executive, paid tribute to all the title winners. “As the world leader in motor sport, with many more F1 world champions than any other nation, we are no stranger to success,” he said. “However, this year has been quite astonishing – a vintage

season with British drivers winning the premier titles at almost every level.

“The benefit to the sport domestically is the way our champions inspire others. That can be by acting as role models, or by inspiring the public to get involved in our great sport, whether in karting or junior racing, or simply as a member of their local motor club competing in grassroots events all over the UK.”

The MSA congratulates all British title winners at any level in 2014.

GOLDEN YEAR FOR BRITS ON WORLD STAGE

RACING

UK racers take a plethora of international titles

EDUCATION

Q&A with Greenpower CEO Jeremy Way

What is Greenpower all about? The Greenpower Education Trust is a registered charity started in 1999. The aim is to inspire young people in engineering and encourage them to pursue careers in the sector. The focus isn’t so much on racing, it’s more about engineering, and for 15 years the challenge has been the same: for schools to design, build and race an electric car. There are various classes and objectives for different age groups. We’ve now got over 500 schools from all over the UK taking part, which equates to around 10,000 students a year, of which 34 per cent are girls. We also have schools from abroad participating including the USA, South Africa, Portugal and Poland.

How did this year pan out? We had over 100 school teams in the final at Goodwood –Lord March is one of our patrons, as is David Richards of Aston Martin Racing and Prodrive – which was the best-ever turnout. A team from the Weald School in Billingshurst, West Sussex, were overall winners; they’re a local school that’s been doing it for 12 years, so it’s great that they finally won. In addition to the racing we had a science and engineering careers fair, with hands-on activities from companies like Nissan and Siemens. [MSA Chief Executive] Rob Jones took part in the prize-giving and said it was one of the best events he’s been to. [Go Motorsport RDO] Andrew Bisping also joined us on the day.

What do you do in your spare time? My father has been a Vintage Sports Car Club competitor for as long as I can remember, so naturally I followed in his footsteps when I turned 16. I bought an Austin 7 Special called Mrs JoJo, which is a Brooklands racing car. I rebuilt that and I’ve competed in it for a number of years in hillclimbs and circuit racing. I’ve also recently built an Austin 7 trials car. So I’m involved at both ends of the spectrum, from historics to the cutting edge of electric vehicle design.

MY MOTOR SPORT

012 News DS.indd 1 07/11/2014 12:18

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news

Frontal Head Restraints (FHRs) will become a mandatory piece of safety equipment for drivers of post-2000 single-seaters next season and all circuit racers – except historic – from 2016, following a new ruling by the Motor Sports Council.

The 2015 MSA Yearbook will require drivers of single-seaters built after January 1, 2000 to use an FHR. This will extend to all types of circuit racing from 2016, with the exception of defined period vehicles.

A recent presentation of the evidence of research by the FIA Institute underlined that FHRs represent perhaps the single biggest step forward in personal safety

equipment in modern times. In parallel with the new regulations,

Council has asked the MSA to undertake a process of education to highlight within the relevant areas of the sport the significant benefits to competitors of wearing such a device, even if it is not mandatory in their particular area.

The new rules can be found at www.msauk.org/regulations. A PDF document with advice and guidance is available in the resource centre on the MSA website.

Read Motor Sports Council chairman Tony Scott Andrews’ thoughts on page 21.

FRONTAL HEAD RESTRAINTS TO BECOME MANDATORY

SAFETY

Council rule applies to 21st century single-seaters from 2015 and all circuit racers from 2016

The cost of certain competition licences and event permits have been frozen for 12 months in a move designed to help thousands of competitors and organisers preparing for the 2015 motor sport season.

All 2015 competition licences at National B level or below will remain at their 2014 prices next year. This accounts for the majority of all competition licences issued each year by UK motor sport’s governing body.

Additionally, all 2015 event permit fees will be kept at 2014 prices. The MSA issues approximately 5,000 permits per year to event organising clubs.

“The MSA is committed to keeping UK motor sport at the forefront of the sport worldwide,” said Rob Jones, MSA Chief Executive. “That means supporting our competitors and the organisers of the events they compete in.

“As such, we are pleased to be able to freeze the costs of event permits and the majority of competition licences for 2015. We hope this will encourage our members by easing some of the financial pressures they may feel, particularly as the economy continues its long road to recovery.”

The MSA Board has also agreed to freeze per capita insurance fees for the sixth consecutive year, meaning that they will remain at the current level in 2015.

LICENCE AND PERMIT FEES FROZEN FOR 2015

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014 News DS.indd 1 07/11/2014 12:20

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Hometown heroes Andrew Jordan and Matt Neal, plus fellow British Touring Car Championship star Gordon Shedden, are

the first drivers to join the guest list for January’s Autosport International.

Jordan celebrated his 2013 BTCC title with local fans at this year’s show, while former champions Neal and Shedden showed off their new Honda Civic Tourer (above). All three will return in 2015.

Jordan (left) said: “Winning the 2013 BTCC is something I’ll always remember, and being able

to share that with so many enthusiastic local fans at Autosport International was special. While ultimately this season hasn’t gone our way, we’re already planning for 2015, and Autosport International will be a great way to kick off the new year.”


news

NEWS IN BRIEF

BTCC CHAMPS BOUND FOR BIRMINGHAM

A brand-new MSA stand will greet Autosport International visitors inside the main entrance at Birmingham’s NEC on January 9-12, 2015.

The revamped stand will be split into two distinct sections, separated by a trio of competition cars. The MSA Licencing Team will be on hand to process renewals and sell starter packs, with technical and sporting staff also available.

The governing body’s development activities will be showcased by the MSA Academy and, for the first time on the MSA stand, Go Motorsport, which will also join with local motor clubs to run another AutoSOLO with passenger rides outside the exhibition hall.

The MSA has teamed up with Autosport International to offer members a £5 discount on trade tickets. To take advantage of this offer, simply quote MSA2015 when purchasing tickets online at www.autosportinternational.com

MEET THE MSA AT AUTOSPORT INTERNATIONAL

MSA

RACING

ASI SHOW MARKS 25th YEAR IN 2015Autosport International celebrates its 25th anniversary in January, having hosted many of motor sport’s biggest names over the past quarter-century,

including former F1 champions Lewis Hamilton, Jenson Button, James Hunt, Sir

Jackie Stewart and John Surtees. More of the sport’s leading lights will descend on Birmingham’s NEC in 2015 to meet fans, sign autographs and discuss the latest developments ahead of the new season.

HISTORICS NEW DRAW FOR HISTORIC FANSThe Ferrari 246 Dino F1 and Jaguar D-Type will be among 16 cars forming a new historic feature at Autosport International. The group will consist of road cars and track icons provided by organisations such as Group C, the Historic Grand Prix Car Association and Masters Historic Racing. The 246 Dino F1 made its debut in 1958, becoming the first V6-engined car to win a Grand Prix when it triumphed at Reims that year, while the D-Type won the Le Mans 24 Hours from 1955-57.

SUPERCARS HIGH PERFORMANCE FOR ALLSupercar fans at Autosport International will once again be treated to the Performance Car Show, run in association with Autocar and PistonHeads.com. In previous years the Autocar Supercar Display has included the Aston Martin Vanquish, Ferrari F12 Berlinetta and McLaren 12C GT Sprint. The What Car? Car Of The Year award winners will be announced on the eve of the show, giving visitors the opportunity to speak to industry experts about the characteristics that earned each its crown.

JAG

UAR

016 News DS.indd 1 07/11/2014 12:25

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news

CLWYD VALE

Like a phoenix rising from the ashes, Clwyd Vale Motor Club has gone from near-extinction in the late-1990s to boasting 200 members and famous club presidents, while providing invaluable support to the country’s premier event, Wales Rally GB.

The club was formed in 1966 by enthusiasts from the Denbigh and Vale of Clwyd area. Its near-collapse came in 1998 when the membership had fallen to around 20; among them was a core of committee members who are still running the club enthusiastically today.

Stuart Jones, the current chairman, picks up the story: “The club had become very inactive and wasn’t running any events. We all received a letter from the club secretary regularly saying, ‘If you want this club to continue we need to do something, because otherwise it’s going to fold’. So a dozen of us got together and said, ‘Right, let’s give it 18 months and see what we can do with it’.”

The first step was to start running events again, starting with a new single-venue rally, the Clwydian Cars Stage Rally, in time for ’99. “Then we just started trying to inject new life into the club to bring newer members in,” says Stuart. “We started

There is also a night navigation exercise every month.

The current club president is Prodrive chairman David Richards who, as a Ruthin native, was a member early on. Richards later took Ari Vatanen – for whom he co-drove – to some club nights and now the Finnish WRC legend serves as vice-president. No doubt both are delighted by the club’s contribution of almost 80 volunteers to man the Brenig stage on Wales Rally GB.

Stuart’s wife Pat, the club secretary, says: “When it was announced that Wales Rally GB was moving to North Wales, one of our more recent committee members, John Broadhurst, said, ‘I do hope we’re going to support this and gather some volunteers’. That was a great thing to hear, although it made me chuckle because I knew I’d probably end up taking on the task of pulling it all together! Fortunately Peter White organised it the first year and I took over last year. I put the call out for volunteers for the 2014 event earlier in the year and within a month 70 had signed up. Eventually I had to cap it at 77. That’s a third of our membership, which is phenomenal, I think.”

We just started trying to inject new life into the club to bring newer members in, putting on social nights. Now the club is very healthy again

Founded 1966 Membership 200 Website www.cvmc.org.uk

putting on social club nights, where people would bring their wives, girlfriends, sons and daughters. Then some of our older members’ children were reaching 16 or 17 and joining with all their friends. Now the club is very healthy again.”

Today the club runs a range of events: The AutoMark Novice Road Rally; the Vale of Clwyd Classic; and the HCC Wales Car Trial, which forms part of the BTRDA and MSA British Car Trial Championships.

FOCUSCLUB

A great supporter of Wales Rally GBMOTOR CLUB

018 News Club Focus DS.indd 1 07/11/2014 12:26

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opinion

The Motor Sports Council: what is it, who sits on it, what does it

do and why? Let’s look at it. We enjoy using our cars to compete and

that means we become involved in whichever branch of the sport most appeals to us, probably to the exclusion of all else. But the MSA has to be inclusive and, as a result, it represents many different motor sport disciplines. Each of these disciplines has its own committee at the MSA and it is the chairmen of those committees who sit on the Motor Sports Council.

They are accompanied by the chairmen from the various advisory panels: judicial, medical, safety and technical, together with others who it is thought have something to contribute. Meetings of the Council are also assisted by members of the MSA Executive.

So, what does the Council do? Basically it’s all a bit of a balancing act. Motor sport is fascinating because it is constantly changing; change is brought about by the constant need to improve but, as we all know, it is not always welcome, more often than not because change costs money. This then creates a necessary debate. Change – the ‘bright new idea’ – is therefore seen by some as something that needs to be introduced, and by others as merely interesting but of no desperate relevance or immediate need.

Some changes become particularly contentious, for example the recent ‘track limits’ debate. This proposed rule change had a tortuous passage through the Council, being proposed, discussed, amended and rewritten on numerous occasions before it was deemed acceptable. It seemed a fairly reasonable requirement that those racing on circuits might actually be required to drive on the asphalt itself rather than on the surrounding countryside but it caused considerable consternation.

The end result certainly differs from the FIA Sporting Code. It is of interest therefore to hear that those involved in motor sport in other jurisdictions have similar issues concerning damage to circuits from off-track excursions and are watching with interest to see how it all works in practice

RULES OF ENGAGEMENTThe Motor Sports Council faces many tricky questions in pursuit of safety and fair play, says chairman Tony Scott Andrews

but can now be bought for less than £300 (the cost of a tyre or two) be relevant to mandating their use and possibly preventing a young competitor suffering what could be a severe injury? We all have our own views!

What else? Some motor sport disciplines are doing really well, others less so. Some say there are too many races and too many rallies but not enough competitors in each. This makes it financially difficult for clubs, organisers and promoters. Should the MSA interfere and say no to new or even existing championships and create a more formal structure for the sport, or let people vote with – if not their feet – their chequebook?

Market forces usually apply...The Motor Sports Council is the sporting

arm of the MSA and the MSA does so much. Do read the MSA’s Annual Report. We always welcome new ideas and initiatives, so do contribute when you can through your club into its Regional Association.

What comes next? Well, whatever it takes to try and keep the sport – in all its guises – aspirational, safe and fair, and to be aware that the amateur and commercial elements sometimes have different but equally important requirements.

here in the United Kingdom.Council debates do, however, assume

particular importance when the proposed change relates to safety, whether for spectators, officials or competitors. Such debates raise an interesting dilemma.

Take the recent discussion on HANS devices or, to give them their now correct title, Frontal Head Restraints (FHRs). A presentation to the council from the FIA was to the effect that, unusually for any new safety item, there is absolutely no downside to the use of an FHR and that it is very effective in preventing or minimising injury in many instances.

So, they are generally regarded as a ‘good thing’. Indeed, many competitors use them already. Many are grateful for the fact that they were wearing one when unexpectedly visiting the scenery at high speed.

So does the Motor Sports Council have a responsibility, especially to young and possibly inexperienced drivers, to mandate the use of an FHR for their protection, or is it the unreasonable imposition of another expense and yet another obstacle for entry into the sport? In this regard, should the fact that they used to cost the best part of £1000

McL

AREN

The use of Frontal Head Restraints throughout motor sport, and not just in F1, will soon become mandatory (see full story on p14)

021 Opinion-gr DS.indd 1 07/11/2014 12:29

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ITIS

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3talking heads

A young driver really has to learn their craft

on British circuits. From Oulton Park to Silverstone to Brands Hatch, some are technical, some are flowing, some fast, some slow. You have to adapt to different tracks, getting the most out of the car, reading the circuit – it builds up your skill set.

Compare that to championships which follow Grand Prix circuits – they’re all pretty similar, super-smooth, no bumps and masses of

run-off. The kids don’t get the respect for the consequences of going off.

The skills they pick up in Britain allow them to adapt, so that when they get to the top level they’re able to learn the new circuits in five laps because they’ve learned so much in the junior formulas. To some extent, where you learn geographically is unimportant, it’s what you learn. Anyway, with simulators in our Nintendo age, young drivers don’t physically need to go to the Grand Prix circuits to learn them.

As I say to my boys, it’s best to make your mistakes at a relatively inexpensive level. It’s cheaper to do it here and it’s more demanding, so it’s like an apprenticeship. Some of these boys just see the end goal and don’t realise the skills they’re going to need to acquire before they get there.

In the past racing drivers learned by driving. The

more circuits they went to the quicker the process of learning, and the British circuits are particularly challenging so that was very good in their development. But nowadays, with simulators, drivers don’t really need to learn a new circuit quickly by driving on it.

We’ve lost this need to adapt quickly to a circuit. Here’s a good example: in Macau we always used to have a bus with an experienced driver on board

to act as a guide. The bus would take all the drivers around the circuit and the bus driver would give them tips for every corner. This is the first year that’s not happening, because the drivers get more out of the simulator.

The main reason why drivers aren’t coming to the UK anymore is because of our lack of feeder series. We lost Formula BMW, Formula Renault and now we’ve lost Formula 3. That’s because drivers just don’t need to come to England anymore. It’s a vicious spiral and the drivers want to go where the competition is. There’s no interest if there’s just a few drivers running around in Britain.

All circuits teach drivers something, it’s just that with the advent of simulators you don’t need to go and test quite so much – you just learn it on your PlayStation.

Is racing on British circuits still valuable preparation for F1?

WHAT DO YOU THINK?

Do young drivers need British circuits to help their career

progression? Or are simulators now the best learning tool? Let us know what you think

at [email protected]

NO

Peter Briggs

Formula Three

Association

Graham Johnson

Lanan Racing boss

YES

023 Talking Heads-gr DS.indd 1 07/11/2014 12:31

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When life has already thrown challenges at you in the form of a disability, sport is one of

the ways to overcome them and prove what you are capable of – and sometimes that means things you never imagined were possible.

The hugely successful Paralympics and the recent Invictus Games have raised the profile of disabled people in competition; what’s less visible is the number of disabled competitors already using engine power to get their thrills. With its huge variety of disciplines motor sport offers many ways for a disabled person to get involved, whether as part of a pit crew, marshaling, or in the driving seat for anything from autotests through

karting to circuit racing. With Alex Zanardi and the late Clay Regazzoni as role models and the inspiring example of Help for Heroes teams of injured soldiers contesting the gruelling Paris-Dakar rally, motor sport is a perfect arena to stretch yourself. That might mean competing on level terms with non-disabled drivers in a circuit race, aiming for a personal best in your road car over a sprint course, or trying to hit your target time on a navigational rally; whichever your choice, motor sport offers many routes to meet challenges and find fulfilment.

We met six enthusiasts at Silverstone who each have an extra complication in their lives but who have found motor sport a perfect way to expand their horizons.

Disability proves no barrier to motor racing for this group of determined individuals. Gordon Cruickshank reveals their inspiring stories

possibleMission:

Disability no barrierAL

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AGES

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OB

EB

REY

025-030 Disabled DS.indd 1 07/11/2014 12:39

Disability no barrier


Sometimes a chance meeting changes things. Born with spina bifida, Mark Edwards had never considered trying motor sport, though he followed the British Touring Car Championship. “I thought motor sport was for rich people,” he says. “Then at the Mobility Roadshow I saw Richard Egger on his stand. He looked lonely so I went to talk to him.” Competition Secretary of Loughborough Car Club, Egger runs an enterprise that searches out disabled enthusiasts, auditions them and then funds successful candidates to go autotesting. It’s a remarkable undertaking, a full arrive and drive service funded by local donors.

“I only have to get to the venue,” says Mark, adding that he’d never heard of this arena of motor sport before. Autotesting and AutoSolo is a low-cost field to enter – timed squirts through a complex series of exercises that requires tidiness and accuracy, not power and costly car preparation – and smaller is better. Mark has been using the club’s automatic Nissan Micra, standard apart from hand controls, but is now preparing his own Peugeot 206.

“Which is what we want to see,” says Egger. “Someone who takes the opportunity we offer and makes something from it.” The scheme has run for five years, with an annual selection day to find two drivers to back. “A season budget for both is £1400,” Richard points out. “It’s nothing. And you don’t need a competition licence; the person just needs hand controls. The hardest thing is getting the word out to disabled people who’ve never thought of trying this.”

Mark is just glad he met Richard. “I’d been paying £30 to watch BTCC races when for £35 I could enter an event myself.” It’s his third season, and while it’s low-key he relishes the concentration and pressure that a ticking stopwatch brings. “I also play tennis and basketball,” he says, “but this is taking over. The trouble is I need to keep playing basketball to keep my fitness up for this!”

Egger says he’d like to see Mark move up to some BTRDA rally events next season. “Maybe,” says Mark, “but first I’ll have to find a passenger to pull the handbrake for me...”

While our other interviewees shiver in racesuits, Tracey Smith stands out in hi-viz weatherwear, uniform of motor sport marshals across the land. Marshaling is her way into a sport she’s loved for years. “I’ve followed Formula 1 and rallying since my teens,” she says, “and we went to many events until my health started to decline.” Tracey developed a skeleto-muscular complaint that reduces mobility and causes a lot of pain, and it stopped her going to meetings, “except for European WRC events where we could park beside the road and I didn’t have to walk into a forest. That’s when I realised marshaling was an option.”

Volunteering to help on the Jim Clark Rally opened a new world. “They made me so welcome that I felt I was contributing something worthwhile.” Her local club, Accrington Motor Sport Club, were also very supportive, “especially Steve Thompson the chairman, who is very involved with Go Motorsport [the MSA’s campaign to get more people of all sorts into the sport] and encouraged me to find out what I could and couldn’t do.”

Starting with autotests – “everyone’s so friendly and you don’t have to walk far!” – Tracey went on to fire and safety marshal training but prefers timekeeping or manning rally passage controls, which can involve distant events. She has covered the Mull Rally and is booked for Wales Rally GB, though tasks have to be carefully chosen. “My problems aren’t always obvious – I have good and bad days, and I randomly fall over! But organisers are happy to take my needs into account. I can’t afford to put competitors or fellow marshals at risk, but I want to be the best marshal I can.”

In particular Tracey enjoys the variety a marshal experiences. “You get to see all sorts – AutoSolos, stage rallies, historic events. But once you find the right niche motor sport is ideal to be involved with – you focus on the excitement and not on any problems of your own.”

Tracey is already booked for the North West Stages, on which she has “a brilliant job” lined up in the Blackpool service village where even the February seaside weather isn’t likely to put her off. “If you don’t come home smelling of Castrol,” she reckons, “you haven’t had a good weekend!”

Mark EdwardsAUTOTESTER

Tracey SmithRALLY MARSHAL

025-030 Disabled DS.indd 2 07/11/2014 12:37

I’ve learned more from disabled drivers than non-disabled, because they develop such feel through the hands

If you want to do plenty of races in your season, a VW makes a lot of sense. That’s the route James Pile took after a few track days in his road car hooked him into motor sport, because his Mk6 Golf is eligible both for the Dunlop VAG Trophy and VW Racing Cup, and James competes in both using hand controls.

After a motorbike crash left him with minimal leg movement James had to learn to drive again using only his hands, but on the race track there’s no concession made – as long as you can scramble out of the car if there’s a drama, you’re just one of the gang. After trying a few sprints, gaining his ARDS qualification and entering some of the CSCC Modern Classics races last year, James looked around for something that offered highly competitive racing and good value, and he’s chuffed with his choice.

Both series run classes for a variety of cars from lightly modified road transport to dedicated race machinery, within tight regulations, plus double-header races at each meeting. With its paddle-operated DSG

gearbox James’s mount runs in Class A for more powerful cars in the VAG events, and he has proved himself extremely competitive, collaring a second and third place at Brands Hatch.

“Both offer really close racing,” says the 25-year-old property manager. “There can be 30 cars on the VW Cup grid – it’s a really tough championship. But I need new tyres every weekend…”

James’s 2-litre turbo Golf is prepared by Slidesports, which runs several VWs, and apart from the throttle/brake lever and steering knob there’s no difference between it and any other car. “I’ve learned more from disabled drivers than non-disabled,” says Slidesports’ Mark Jenkins, an ex-Williams F1 man, “because they develop such feel through the hands.”

“I plan to stay in VWs for the next season or two,” James says, “because the regs are very stable and the fields are good. But my big ambition is to do VLN [the German GT enduro series]. I fancy tackling the Nürburgring”.

James PileCIRCUIT RACER

025-030 Disabled DS.indd 3 07/11/2014 12:37



I’m doing the Porsche Club GB championship next year, with maybe a couple of hillclimbs as well

There’s nothing like being told you can’t do something to pitch you into competitive mode. Nathalie McGloin was involved in a car accident before she learned to drive, so she has only ever known hand controls. Moving up to a Porsche 997 Turbo seemed a straightforward road car upgrade to her, but when someone told her she could never drive it quickly she immediately booked in for a track day. It was just a fun outing, until a BMW-owning friend claimed his M3 was quicker and Natalie decided to show him what was what… As a full-time wheelchair rugby player – a ferociously tough sport – she admits, “I don’t like to be beaten – at anything.”

Since then she has completed a run of racing courses, taken her Porsche on hillclimbs and sprints, scoring a class win, and decided to hit the track. The first female with a spinal injury to get her ARDS certificate, she has lined up a mount for next season – a Cayman S. Apart from hand controls and a roll cage adjusted to

ease access, it’s otherwise standard.“Mission Motorsport have built the car for

me and will look after it as a commercial customer,” she says. “I’m doing the Porsche Club GB championship next year, with maybe a couple of hillclimbs as well.”

Nathalie’s injury was to her neck, meaning that as well as paralysed lower body she has restricted finger movement too, which makes the Porsche’s paddle shift a problem. “At the moment I’m racing it in Auto,” she says, “which is mostly okay, but it does sometimes change up unexpectedly which can scupper the odd corner. Mission Motorsport is working on fitting a shift switch to the door which I’ll operate with my elbow.”

Though no longer in the England squad, Nathalie still plays rugby regularly. “I like to be fit,” she says, “and rugby gives you the incentive to try harder.”

When the season begins Nathalie will be the only disabled entrant in the series – and the only woman. It’s pretty clear she has the incentive to try very hard indeed.

Nathalie McGloinHILLCLIMBER

025-030 Disabled DS.indd 4 07/11/2014 12:37

Davie Birrell loved the army. He’d been a soldier for 12 years and was serving with 1 Scots in Afghanistan when in 2010 an improvised explosive device changed his life. With a soldier’s unflinching recall he tells a gruesome tale of the moment he lost both lower legs and had to improvise his own tourniquets, yet an experience that would appal most people doesn’t change his fierce attitude to life. “Nothing matches the excitement of being shot at,” he claims, “but motor sport’s the next best thing.”

As he became more mobile on new artificial legs, rehab at the army’s Headley Court centre offered Davie the chance to try many new outlets for his energies, and he clicked with karting. “I began winning so I thought cars was the next step – there’s so much more to think about.” A race in the BMW Compact series confirmed a new passion, and also that he didn’t require any car adaptations at all – just a pair of racing legs, lighter and stiffer than his walking ones. In 2013 with the support of Mission Motorsports (see sidebar) he passed his ARDS test, performed the required demonstration for disabled racers of getting out of the car within seven seconds, and got himself into a Mazda MX-5.

Davie competes in the Max5 series, which mixes Mk1 and Mk3 versions of the affordable Japanese sports car, in a Mk1 prepared by Mazda specialist Paul Roddison who himself took second place in this year’s Mk3 standings. Roddison is very involved with disabled racers; with a lot of support from the Max5 community he’s built and runs Davie’s and a second Mk1 with hand controls and an automatic box (and he’s working on a scary-sounding left-hand steering/right-hand pedals combo just to give nervous newbies a

taster). But Davie is the first double amputee to race a perfectly standard car with no disability mods, and in his first season he came third in the Mk1 category.

“We’re probably 25bhp down on the front-runners,” he reckons, “so that’s not too bad for the first year. But we’re chasing sponsors to build a Mk3 for next season, which Mission Motorsport will run. I want to win the title, or at least finish top three.” It’s clear that racing is the perfect outlet for Davie’s competitive genes – even if it’s not quite as exciting as being shot at.

MISSION MOTORSPORTSimple title, simple mission: to use motor sport to aid the recovery and rehabilitation of service personnel injured on duty. Run by veterans, serving officers and professionals from motor sport, MM encourages those in rehab at Headley Court in Surrey and other centres to look at motor sport as a way forward.

It starts with day trips to meetings in all disciplines to fire interest, then opens up opportunities to get involved, whether behind the wheel or as pit crew, mechanic or manager. In its two full years MM has propelled servicemen into racing, running cars in several series, proved a triple amputee can ride a motorbike, trained a stunt team, provided a support crew for Derek Bell’s Bentley 4½ at the Le Mans Classic, entered teams in endurance racing and run a P1 powerboat team.

Capitalising on strong links with Formula 1 and other race teams and car manufacturers, MM’s training and work placements have helped place beneficiaries into industry too, offering new post-army career options. Team-building is a core element, boosting confidence and providing emotional support at a time it’s needed as well as providing the skills for new sporting endeavours.www.missionmotorsport.org

Davie BirrellCIRCUIT RACER

025-030 Disabled DS.indd 5 07/11/2014 15:47

I went for karts first because I felt I’d adapt quicker. Now I want to move up to cars; I want to do the VW Cup



About the last vehicle you’d expect a wheelchair user to drive would be a Mercedes van, but that’s how Brian Roberts transports his race karts to the large number of meetings he attends. “I compete in two series,” says the Welshman, “at Glan y Gors in North Wales and Hooton Park, Ellesmere Port, so I do a lot of miles.”

Brian was a rally driver and bike rider until a crash paralysed him from the waist down, and apart from the wheelchair badminton (he was Welsh number one) and target shooting (he was training with the England squad at Stoke Mandeville until an arm injury sidelined him), it’s been karting that gives him a buzz. Not to mention the odd title – he has won championships at both circuits. He runs a Rotax kart “with hand controls I engineered myself – they turn with the wheel, throttle one side, brake the other,” he explains. “I went for karts first because I felt I’d adapt quicker. Now I want to move up to

cars, in a VW run by Slidesports. They have a car available which I’m testing soon, and I want to do the VW Cup. But I need a sponsor – like everyone else.”

When he first scrambled into a kart Brian saw it as a way back into rallying – his love of motor sport was inspired by the Roberts family who were local rally heroes – but while he’d still like to return to that he’s discovered the extra mental demands of dealing with rivals on a circuit. And karting is a great place to learn racecraft. “After racing karts I’ve realised I prefer to be on a track with other competitors. On a rally you’re all by yourself!”

Once he has his ARDS test under his Nomex belt and has done the compulsory timed exit test that circuit racing requires for disabled drivers (you don’t need to get into your wheelchair, just flinging yourself out of the car onto the ground is sufficient) Brian will be ready to hit the grid. If he can find one of those elusive sponsors…

BRITISH MOTOR SPORTS ASSOCIATION FOR THE DISABLEDIt’s not always easy to assess whether a particular disability might prevent you taking up motor sport. That’s where the British Motor Sports Association for the Disabled comes in.

Formed in 1987 by David Butler, a triple amputee who now holds International race and rally licences, it aims to advise applicants as to whether their particular difficulty is an impediment or not. The association has assisted people with medical conditions ranging from diabetes and deafness to amputations, motor neurone and Parkinson’s disease to compete in racing, rallying and karting, and will help with arranging assessments and dealing with the MSA’s Medical Advisory Panel.

BMSAD Chairman Butler, who has competed in over 600 races and rallies, is a member of the medical committee and says the association’s aim is to ensure that no one is denied the opportunity to prove his or her safe competence.

“Our panel is there to encourage people to go racing, not to stop them,” he states. In fact it was David’s persistence that broke through the old rules disbarring any disabled person from motor sport, and today more and more people are overcoming medical complications to get into the sport. For more information go to www.bmsad.co.uk

Brian RobertsKARTER

025-030 Disabled DS.indd 6 19/11/2014 15:17

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A smooth ride may appeal for ambitious young racing drivers but adversity breeds vital strength and resilience, says Marcus Simmons

Rocky roadto the top


Tom Blomqvist grafted hard before the Jagonya Ayam scheme and Carlin lifted him to new heights in Euro F3

032-033 MythBusting-gr DS.indd 1 07/11/2014 12:48

F3 – one place ahead of Max Verstappen…“Mentally I’m much stronger,” he says,

having emerged from his own rocky road. “I know how to deal with disappointment. I’m grateful when things go well, because you don’t know how good that is until it’s gone.

“When you’re young you live in a dream world at times, but going through what I did made me a better person. I had to grow up a lot, just being realistic. If you keep winning you’re not learning – you learn when things go wrong and you’re in a tough situation.”

Blomqvist’s setbacks were caused mainly by his financial situation, which ironically – if you look at the rocky-road theory – has put him in a better position than someone from a wealthier background. “On pure performance the rocky road is a key part,” says Wozencroft. “In other sports they

deliberately make training difficult, or put an athlete into an event they won’t win. But how do you put in a speed bump that’s not detrimental [to the driver’s reputation] but provides a learning environment?”

“We tend to work with drivers on the basis of PCDEs – psychological characteristics for developing excellence,” says Reid. “These are the skills that top athletes in lots of sports are shown to have. What skills do you need, and how do you go about getting them while having one eye on the road? You need to put the effort into developing a skill that you don’t need today. That’s born off the back of the rocky road, and ties a lot of things together that you need to progress.”

For more information about driver development and the MSA Academy, visit www.msauk.org/academy

myth busting


Motor sport faces a dichotomy that doesn’t figure in most other

sports: that a participant’s life should be made as easy as possible if they are to progress to the top. Throughout sport – including four-wheeled activities – there are examples of those who were junior champions but couldn’t cut it at higher levels; and, conversely, those who peaked when they reached the top but who rarely won titles at a younger age, because they were learning the skill sets to give them resilience later along the road.

“The concept is sometimes called the rocky road to success,” says MSA Performance Director Robert Reid. “You may be given everything – the best kit, the best budget – but you need to develop resilience. When you become a paid driver, you can’t spend your way out of a situation.”

While affirming that the ‘rocky road’ yields the best results in terms of pure talent development, MSA coach James Wozencroft recognises that motor sport carries a unique set of economic and social pressures. “The budgets often come off the back of a good performance, so you would look at creating performance not only to benefit you at a higher level, but also to allow you to perform the following year. So you don’t want to make life deliberately difficult for a driver, but it’s important that you don’t shy away from the difficulties.”

This can include choosing a foreign team so that the driver steps out of their comfort zone – as illustrated by James Calado and Jack Harvey in recent years in GP2 and/or GP3, and Alex Lynn in European Formula 3. “You can gain a lot,” says Wozencroft, “and also in picking championships where you’re not going to be miles in front.”

Reid uses the example of Andreas Mikkelsen, whose father bought him World Rally Cars when he was at school age, but then experienced a huge drop in his financial circumstances. Far from giving up, Mikkelsen raised the money himself to continue, then endured some horrendous accidents, but is now a star of Volkswagen’s World Rally Championship team.

The problem is, it’s easy for a driver to become written off during this period of learning – and that’s especially critical in a sport that is based so heavily upon Wozencroft’s ‘economic pressures’. Reid refers to “performance versus potential. If you are judged purely on performance – as most people judge motor sport drivers – then if you’re not winning you might be overlooked. And that flies in the face of all the evidence that illustrates how best to gain the skills to make you a future champion.

“There are driver schemes that hire and fire based on the performance that season, but a driver may be in the middle of that

rocky road at the time.”One driver who knows all too well about

this is Tom Blomqvist. The son of 1984 World Rally Champion Stig Blomqvist, he was born in Britain, grew up and karted in New Zealand, and then moved into Formula Renault at the age of 15, initially in his dad’s native Sweden and then in the UK. There was a small amount of budget, but otherwise Blomqvist was relying on the goodwill created by his father’s popularity in the sport and his own talent.

At the age of 16 he became Formula Renault UK champion, but then got caught for three years in a results wilderness. He raced in German and then European F3 with small and often under-resourced teams, broke his back in a huge shunt in 2011, changed management (he is now looked after by Mark Blundell), got selected as a Red

Bull Junior driver and was then dropped at the end of 2013. He was at rock bottom.

“When I was a kid I didn’t see the big hurdles – budget and whatnot,” says Blomqvist. “I just wanted to go racing and I was pushing my dad. The thing is, my dad knows so many people but the problem is he’s a bit shy and finds it hard to reach out to them. Fortec, who I won Renault UK with, helped me out massively, and without them I couldn’t have done the year. I thought after that things would just come.”

Blomqvist performed in F3 with, at times, less than a quarter of the budget required by a top team. When the Indonesian-funded Jagonya Ayam scheme was looking for a third driver to place with the Carlin team in European F3 in 2014, Blomqvist was free. Now aged 20, he has just finished runner-up, the best result ever for a Carlin driver in Euro

When you’re young you live in a dream world... If you keep winning you’re not learning – you learn when things go wrong and you’re in a tough situation

Andreas Mikkelsen funded his early rallying – and is now a works VW driver

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The covers have come off the car that Ford, the Motor Sports

Association and world governing body the FIA believe will change the face of junior single-seater racing in the UK.

There has been a lot of talk about what the British variant of the FIA Formula 4 concept would be like, a lot of questions about how it would work. And then on a Saturday evening in September at Silverstone, many of those questions were answered.

MSA Formula – Certified by FIA, Powered by Ford EcoBoost, which replaces the Dunlop MSA Formula Ford Championship of Great Britain on the British Touring Car Championship support package for three years from 2015 – will adopt the framework for a cost-effective junior single-seater series set out by FIA Single Seater Commission president Gerhard Berger.

Ford has been charged with developing the sporting and technical regulations of the new championship, which will be managed by current promoter RacingLine.

“It is a fantastic opportunity to be involved with a championship that is recognised by both the MSA and the FIA,” says Gerard Quinn, Head of Ford Racing in Europe. “For us, the key factor was that if we’re going to be involved [with FIA F4] then Britain was the place to be.

“For Ford it is an important milestone in terms of the continuation of single-seater racing in a junior category. Ford has always been involved at a grassroots level and this enables us to continue to be involved in junior single-seater racing.”

British Formula Ford’s current dominant constructor Mygale is building the new cars, which will be powered by the existing 1600cc

A new beginning

EcoBoost engine restricted to around 160bhp from its current output of 200bhp.

The engines will be available on a lease-only basis and supplied solely by Sodemo, while the cars will be built to the latest FIA Formula 4 safety standards, marking the end of 47 years of spaceframe chassis in British Formula Ford.

New championship

We are delighted by the level of interest shown and by the calibre of teams placing orders. We are extremely confident of a full grid for 2015

The wraps are off the MSA’s new junior single-seater category.

Scott Mitchell is your guide to the championship, which begins in 2015

034-036 Formula-gr DS.indd 1 07/11/2014 15:44


A new beginning

Mygale, which will also supply chassis to the Spanish, Australian and Chinese FIA F4 categories, has commissioned 100 cars to be built in total, 15 of which will be delivered to British teams by December 31.

Company chief Bertrand Decoster says delivering the remaining cars before the start of the season – with a full grid expected – will not be a problem because the green light has already been given to begin construction.

“It’s not a project that started overnight,” quipped Decoster at the Silverstone launch. “We’ve not waited to start production. One hundred cars, that’s the reality of this market. This category is not like the past, it’s based on volume. The cars take five to six months to build, but with the prototype we’ve already covered 2000km of testing.”

BALANCING BUDGETSA season’s racing is expected to remain at a similar cost to the current formula. In line with other FIA F4 categories, 15-year-olds will be eligible to compete, providing they meet a set of strict criteria detailed in MSA regulations.

Retaining Formula Ford’s position on the BTCC package satisfies the FIA’s prerequisite of supporting a main national championship, while the cars – complete with six-speed sequential gearbox, paddleshift steering wheel and data-logging system – will cost £30,400, with a year-long engine lease available at an extra £4800.

A set of four Hankook tyres will cost £599 – with six used per weekend (qualifying and races) – while championship registration is priced at £2500. Entry per round thereafter is £1100 (or £1500 if entering on a round-by-

round basis). Fees and team costs for running drivers and testing will be extra but the MSA is very concerned that those teams should always apply reasonable charges.

Ford has yet to decide what will happen to its existing batch of spaceframe cars, though it is hopeful of selling them together to an interested party. It will continue to bankroll the £30,000 prize fund that was introduced into Formula Ford for 2014 and shared out across the three races in each round.

“In terms of a collaboration we are going to make some major changes to how young drivers go and race,” adds Quinn. “We are absolutely delighted by the level of interest shown and also by the calibre of teams placing orders. We are extremely confident of a full grid for 2015.”

2015 CALENDARApril 4-5 Brands Hatch IndyApril 18-19 Donington ParkMay 9-10 ThruxtonJune 6-7 Oulton ParkJune 27-28 CroftAugust 8-9 SnettertonAugust 22-23 KnockhillSeptember 5-6 RockinghamSeptember 26-27 SilverstoneOctober 10-11 Brands Hatch GP


WORKING WITH YOUNGSTERSThe MSA’s involvement in the new championship goes far beyond its branding. A team of MSA Academy coaches from the governing body’s bespoke young driver programme will work with those taking part.

The focus will be on driver development as well as the education of external driver coaches, who will be supported by an MSA Level 4 qualified coach.

This includes a requirement from the MSA that the championship embraces the concept of coach qualification in the development of young drivers. The teams will be encouraged to use MSA qualified coaches, while there will also be a championship representative to ensure the series operates in a way that promotes development and education.

“There are big gains to be made for young drivers by changing the culture and approach to talent development in motor sport,” says Greg Symes, MSA Academy Manager. “MSA Formula provides the perfect platform to educate drivers, parents and even teams about how sports people develop. It’s an exciting opportunity.”

believes the work the MSA has done with the FIA and Ford will now achieve exactly that.

“I’ve no doubt it will be a success”, he says. “The championship being eligible to 15-year-olds is also a key factor and will allow us to bring international drivers into the UK at the very start of their single-seater careers.

“Hopefully this will help to rebuild British single-seater motor sport and make the UK the centre of junior racing again.”

The FIA link has been crucial to the series’ launch, and could play a key part in re-establishing Britain as a significant step

on the single-seater ladder. In addition to the

obvious lure to existing FIA European Formula 3 Championship teams – for whom FIA F4 drivers are obvious future customers – there are tangible benefits to the certification from world motor sport’s governing body.

Hankook, the European F3 tyre supplier, will provide rubber of the same compound and similar composition for MSA Formula. The 2015 MSA Formula champion will

receive a test with a leading European F3 team, while the FIA will create a special FIA F4 award. FIA president Jean Todt Explained: “In order to highlight the achievements of the top FIA-certified Formula 4 driver of each country, the World Motor Sport Council has agreed to create a special award titled ‘FIA Formula 4 Champion of (country)’. This FIA award will form an important landmark in the racing record of each champion and will be a valuable aid in progressing to the next level.”

A HUGE RESPONSEThat calibre Quinn references includes some of British motor sport’s most high-profile teams. Trevor Carlin, whose eponymous outfit runs cars in GP2, GP3 and European and British Formula 3, was present at the launch. “We’re determined to put all our weight behind this new championship,” he said. Joining him was Double R’s Anthony Hieatt and representatives from Fortec and Arden. All have since committed to the championship with three-car entries.

A host of other established domestic teams have also committed, such as Scorpio Motorsport, which has taken drivers to Formula Renault BARC titles in recent years.

The dominant Renault Clio Cup UK squad of recent seasons, Team Pyro, will switch its tin-top programme for a debut single-seater campaign, while JHR will expand its operation into MSA Formula with a pair of cars.

James Mundy’s renamed MBM team will be on the grid along with Falcon Motorsport, while JTR – which has enjoyed a clean sweep of EcoBoost FFord titles – also intends to run three cars. Current squads Richardson Racing and SWB Motorsport will both return with two cars each.

There was an impressive turnout at the launch – the crowd was estimated at 250 – but the book of clichés says that quality trumps quantity and actions speak louder than words. What was most significant was that the MSA Formula launch appeared to tick both boxes – a full grid has essentially been ‘sold’ already, now that promises have turned into deposits.

Fortec ran Ben Barnicoat to the Formula Renault Northern European Cup title, the most recent in a line of two-litre Renault successes, and also clinched the British F3 crown with Martin Cao. Dutton’s team has long been a patron of junior single-seater racing, although that has waned in recent years with the struggles of Formula Renault UK/BARC and F3. But the team boss believes MSA Formula is worth investing in.

“I think it’s going to be a strong package,” he says. “It will attract a lot of young talent.”

MAKING BRITAIN MATTER AGAINThe decline of British single-seater racing has been both unavoidable and painful to witness – British F3’s interminable decline chief among that.

But there’s also no standout two-litre category any more, and MSA critics have questioned the governing body for not acting to reignite the country’s junior scene. Carlin


New championship

The wraps have come off the MSA Formula car that will replace FFord in the UK

CAR SPECIFICATION

Chassis: Mygale-built carbon-composite monocoque

Engine: 1.6-litre Ford EcoBoost/160bhp

Gearbox: Sadev six-speed sequential with paddleshift Brakes: Brembo callipersFront/rear suspension:

Double wishbones & pushrods, adjustable anti-roll bar

Tyres: Hankooks on 8x13in & 10x13in rims


Untitled-15 1 27/10/2014 09:49


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038-042 Forum DS1.indd 1 07/11/2014 12:55


THE PANELGraeme Dodd racer and car ownerSimon Hadfield racer and preparerGrahame White CEO of the Historic Sports Car ClubChristopher Tate Managing Director of Donington ParkRachel Bailey Event Manager, Masters Historic RacingGillian Carr representing the Historic Grand Prix Car Association

In the first of a new series, we gather leading lights from a branch of motor sport to discuss burning issues. This time, we spotlight the booming historic scene, as Paul Lawrence asks the questions

FORUMTHE

Historic Racing

Are there too many historic race meetings on the calendar each year?GD: Probably not. There are so many people who want to do different things, so you have to cover the whole cross-section. SH: Yes, there are and bunching of events is a real problem. You get three or four too close together, which then has to hit attendance. It’s only the same gene pool. No one wants to give up their date.GW: Yes, I think there are too many, but I’ve been saying this for a long time. Historic racing has been going through a really good time, but this year we have certainly noticed that entries are down a bit. I think that’s because people are cherry-picking. CT: No, I don’t think there are too many meetings. People organising a historic festival at a proper international circuit have to wait for a whole load of modern calendars before they can fix their date. But after that, there is a bigger issue. Historic motor sport is a global business and you can’t limit it under European law. RB: Eight years ago we were trying to run 24 events and so I don’t think there are too many at the moment compared to where we were then. There is better communication between the race organisers, but there are still a lot of race meetings going on. But there is also a natural selection process of those race meetings that are working and that the drivers want to go to. It is busy, but there does seem to be enough business to keep the events working at the moment.

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incredible boom of the last three or four years. GW: The recession hadn’t really affected us at all because anyone with an historic racing car can afford to do something with it. I think some people are deciding to do fewer meetings.CT: I think what we’ve had is a period of really steady growth. But the remarkable thing is that this has happened right across the ‘up market’ leisure sector. RB: It’s probably not boom and bust, but we have fluctuations with people moving out and new people coming it. We’ve got an almost finite number of cars available. There are probably 80 Historic F1 cars in the world that are active at the moment.GC: It’s got a cyclical nature and the HGPCA has definitely seen more people cherry-picking, but maybe that’s because we put on one of our largest programmes ever.

The FIA has recently decided ‘historic’ ends in 1990, but the popularity of Super Touring and the growing 1990s GT scene suggests otherwise. Is there a place for more modern classes in historic racing?GD: From where I’m sitting, the line at 1991

confuses me slightly. When the HSCC started, the youngest cars were about 10 years old. I think historic racing has got to move with the times but there will be series or groups of cars that will not be desirable. SH: As someone who was on the FIA committee that made this decision, I can give the background and there has to be a different treatment after

that date. In 1990 carbon arrived and electronics came in. The whole way in which motor sport runs had a sea change: there is a before and an after. The FIA view is that if you can’t police something, you can’t control it. But we’re not saying to stop racing those cars. So that’s the background to the decision: it’s not giving up, but right now, with the expertise in the system we shouldn’t be dogmatic about stuff we don’t know about. If you like, pre-1990 is analogue, post-1990 is digital.GW: We often get asked if we are going to include later cars into some of our categories and there is usually a good reason not to. If you started to include ground-effect

fulfilment. A lot of people do have a lot of fun. The funds are certainly important and a lot of people really do feel that historic racing has been quite life-shaping. GC: There is no other sporting activity where you can fulfil so many dreams and ambitions.

Are there any fears that the boom will bust one day?GD: I don’t believe so. I work in property and we’ve had boom and bust years all my life, but it always comes back to the 10-year rule. If you take a property and go back 10 years, it has always gone up in value. I work on historic cars being the same.SH: Historic racing is fashion-led. Goodwood and Monaco exert their own gravitational field. Stuff that can race at those events has gone up far faster and far more aggressively. In the six months before Monaco, you can get a 20 per cent premium on a Monaco car, maybe even more. Classic F3 cars, which were £30,000, were selling for £80,000 in the six months leading up to Monaco. In a fashion-led business, some things will go out of fashion. I don’t think it will necessarily be this

What are the must-attend race meetings for you each season?GD: The Silverstone Classic is just about my favourite. It’s fun for the family and has all the razzamatazz. SH: For me, the Spa Six Hours. Nothing comes close. The sights and smells as night falls are unparalleled. As a preparer, then the Goodwoods and Silverstone Classic when customers can bring four or five cars and do lots of races. GW: All our race meetings are important to me. We organise the racing side of the Silverstone Classic and that’s a big event and is quite satisfying.CT: We’re proud of the Donington Historic Festival, but when I go and look at other events the Goodwood Revival is astonishing. I think what Masters have done with Jesus Pozo in Barcelona in April is pretty amazing. But one of the events I’ve most enjoyed going to over the years is the Spa Six Hours. RB: I think the Zandvoort Historic Grand Prix and the Spa Six Hours are fantastic. Everyone loves the Silverstone Classic.GC: The Spa Six Hours sorts the wheat from the chaff. It gives you a real opportunity to go off and be a real racing driver. Then there is the Grand Prix de Monaco Historique!

Why is historic racing so popular?GD: It’s simple mathematics. We buy the cars to race, but they do have a residual value. The cars that I’ve sold to buy other cars have always gone up in value. SH: Retained value is a big factor. People can buy a car, or maybe restore one, and at the end of the day it is worth something. I’m sure that has been a huge driver of our sport, particularly over the past five years. GW: From an organising point of view, there are many reasons. The cars are very interesting and different. The people driving them are characters, it is very competitive and the cars are beautifully prepared.CT: Fun, funds and


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Graeme Dodd, right, and Simon Hadfield, below, both cite the Silverstone Classic as one of their top events

The Forum

038-042 Forum DS1.indd 3 07/11/2014 12:56

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cars, all the earlier cars would be obsolete. So there are natural reasons not to include later cars in certain formulae.CT: It is a serious point and I’m absolutely with the FIA about that cut-off date, because of my own past as sales director at Lola. When we scrapped the Indy Lights Lola in 2001, what was really important in a highly litigious society like the USA was to round them all up. Carbon-fibre tubs built in the early 1990s are no more use now than a chocolate fireguard. Do not race them. While they are incredibly complex to run mechanically and electronically, the composite technology was not there.

RB: As an event promoter, you have to consider what is attractive to other people, so there is certainly a case for modern cars at historic events. Another thing to consider is what people want to buy to come historic racing with. A lot of our guys want to buy what they remember. The 40-year-olds probably want something like GT90s and not Historic F1 from the 1970s. I think the FIA cut-off is not the cut-off for historic events.GC: My contemporaries all loved the GT90 cars at the Silverstone Classic, because that’s what we all came to see when we were wet behind the ears.

Are old racing cars suited to modern race circuits?GD: The circuits work for us with the cars that we run. When I watch the pre-war cars, I don’t think they do match the modern circuits. SH: Would I take all of my cars to all of the circuits? No. On the Silverstone Grand Prix circuit you can race any car. I think it’s an extraordinarily good circuit, it’s interesting to drive and challenging, and there is space to make a mistake. More importantly, there is


the paddock to a car in the full knowledge that I understand what I’m about to do. My concern is for what someone else might do. Would I put my son James in a car without a roll hoop? Not a prayer. Period E is 1947 to 1960 and the FIA says that it respects your personal decision. We can’t mandate a roll hoop structure that fits a car from 1947. But there are accidents and just about any tragedy of recent times has been an event’s cascade. Denis Welch at Silverstone and Nick Eden at the Nurburgring – different accidents but both the result of different factors coming together at the same place and time. I think the roll hoop saved Nick’s life. If the roll hoop on the Cooper Bristol doesn’t comply with any specification, but saved his life, then that has to be the right thing. But you can’t legislate for every type of car. I think it is a personal decision that you have to take responsibility for. GW: It’s good that the FIA isn’t making a knee-jerk reaction to recent accidents. That’s always the danger. CT: I think, in light of everybody’s experience over the last few years, we really do have to look at a number of things. We don’t want to end up with 1950s Grand Prix cars looking like American sprint cars, but you can wear a HANS device and I’d be really keen to see that becoming much more important. We have to

accept that the whole issue of historic racing is that people come in who may not have been to a race meeting before they buy a car. I’d like to know that they’ve spent two years driving a Caterham or whatever to understand

what to do. But you are in a situation now where people are buying expensive cars precisely to get to something like Goodwood or Monaco or the Le Mans Classic, because they can, when the licensing levels are different in various countries, which is absolutely bizarre. This can’t go on. If it was difficult to drive a Maserati 250F in 1957, then it hasn’t got any easier.RB: As an organiser and promoter we want our drivers to go out there being as safe as possible. There is obviously an inherent risk. Having done a couple of events in the US, you now appreciate what we have in the UK and Europe, and the structure we have behind us. We have a set of regulations that people care about and adhere to. Over there, the driver will sign a piece of paper to declare that his car is safe and prepared to the regulations. The scrutineers don’t check it. That is so far away from what we are doing over here.GC: We can’t get away from the fact that motor sport is dangerous. Unfortunately, I’ve been at the coal face of three fatalities in the last 14 months and every one of them was completely isolated. The HGPCA has a huge process over the winter of evaluating safety.

space for other people to make a mistake. The issue at Oulton Park, for instance, is that if someone else makes a mistake, you’re both going to have a pretty big accident.CT: It does come down to the consistency of the implementation by the FIA of the regulations for the circuits. I agree that some things are peculiar and to see 3-litre Bentleys on the Paul Ricard circuit looks completely bizarre. RB: They can all race on any circuit assuming the licence is correct. The enjoyment for the drivers seems to come from the circuits where the cars raced in period. Zandvoort, which is less changed than some of the other circuits,

seems to work well. GC: The HGPCA ethos is to utilise as many period Grand Prix circuits as we can. The thing that concerns me is the facilities at the circuits, and there’s no excuse in terms of medical centres and race controls.

Safety in historic racing is always a difficult issue if cars are to remain true to their periods. Is it impossible for attitudes on safety to remain in tune with those of the modern sport?GD: We’ve all seen the tragedies of the last couple of years and we are consciously considering that we won’t race our 1950s Cooper Monaco any more. When we put our helmets on and take our brains out, we all want to be competitive. But we feel we’d be happier in cars with a roll hoop, a decent chassis, good belts and a proper seat. I am concerned about the older cars.SH: Two answers again. As a driver I’m nearly 57 and only in the last few years do I feel mature enough to race cars without a roll hoop. I won’t race without seat belts. I think I’m now old enough to walk across

Gillian Carr on her way to victory at Donington Park in Edwardian Vauxhall

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038-042 Forum DS1.indd 4 07/11/2014 15:23

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GEARBOXThe regulations stipulate a manual, mechanically changed gearbox and the standard 16-speed ’box tends to cope well with the demands of racing. On track, the driver will probably only use four or five gears.

WHEELS AND TYRESOliver uses 22.5-inch wheels with a 315/70 tyre. The tyre size is available for general road haulage, but the racing version is eight-ply, whereas the road tyre is 12 to 16-ply. It is a treaded tyre used for all track conditions.

WEIGHTWeight distribution is mandated in the rules, with a minimum of 3.3 tons on the front axle and 2.2 tons on the rear. To achieve that, the engine sits much further back in the chassis than in the production version. In road trim, trucks weigh between eight and 10 tons.

ENGINEMAN six-cylinder engine with fuel rail and diesel injection, along with bigger turbos and intercoolers. It delivers a lot more power and torque: 1100bhp compared to around 480bhp when standard.

044-045 VitalStats-gr DS.indd 1 07/11/2014 13:00

vital stats


Stuart Oliver’s racing truckThe inside line on one of the biggest machines in racing

Stuart Oliver has been racing trucks since 1998. With a business in road

transport and a desire to compete, truck racing seemed the ideal place to start. In 16 years he has won the European title (2004) and taken the MSA British title no less than 10 times.

The Hexham-based racer tried his hand in the MSA British Touring Car Championship by tackling four race weekends in 2008 with a SEAT Toledo from BTC Racing. “I raced the touring car at Brands Hatch one weekend and the truck the following weekend and, in my opinion, the truck was more of a challenge,” he says. “When it goes wrong in a truck, it goes wrong in a big way!”

Currently Oliver is racing a Scania P1150, which is a well-developed racing machine. “The modern race truck is a long way from standard. In 1998, we started with a modified road truck, but development has gone a long way since then,” he explains.

“Getting the suspension damping right is probably the most critical thing to success. You’ve got such a mass of weight accelerating and braking. There’s a lot of kinetic energy from a five-and-a-half ton racer. They’re a real challenge to drive.”

SUSPENSION AND BRAKESStandard Juratek-production 450mm brake discs that are water-cooled by a pressurised system spraying water onto the inside of the ventilated disc. Oliver’s truck uses a permanent spray to try and keep temperatures stable in the 300- to 400-degree range and avoid cracked discs. Suspension is standard steel leaf springs and is designed around maximising castor angles. Three-way adjustable Ohlins dampers are used.

CHASSISRegulations stipulate that a modern race truck must share two chassis rails with the production model and the engine must use original components. The cabin must have the silhouette of the road truck, but that’s where the similarities to the road version ends.

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Engine: 12,000cc, 1100bhp with 5000NM torqueWeight: 5.5 tons (minimum allowed)Top speed: 100mph (governed)Gearbox: 16-speed manual

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ToolkitBuyer’s guide to oil products p48 Place Notes: Mallory Park p51

Judicial decisions p55 News, products and advice for competitors

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047 Toolkit-gr DS.indd 1 07/11/2014 13:44

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worked very closely and amicably with Hinckley & Bosworth Borough Council, have permission to use the circuit for 112 days a year and the 2015 calendar is already pretty full. It seems everybody wants to come to Mallory. The vast majority of local people support us, too. At one recent bike meeting I met two couples who have moved to Kirkby Mallory village precisely because there’s a circuit here.”

place notes


There’s a new buzz around the popular Mallory Park race circuit since a change of ownership saved it from the threat of closure, says Simon Arron

Park and ride again“Welcome to the best office view in Leicestershire,” says Eddie

Roberts, “although I admit it can be a little distracting at times…”

Former motorcycle racer Roberts is half of the Real Motorsport partnership that assumed control of Mallory Park in December 2013, after several months during which the circuit’s future hung in the balance, largely because of a spat about noise levels. Mallory had fought similar battles before: 30 years earlier, there were fears that former owner Motor Circuit Developments’ plans to sell the site would be the cue for a new housing estate, but businessman and racing fan Chris Meek stepped in to buy the venue and maintain its true purpose.

Roberts and partner Stuart Hicken both run motorcycle racing teams – and now they have a 15-year operating lease on a circuit. Which is the easier task? “Running a racing team,” Roberts says. “That’s not a business as such, but a pleasure – at least at the level I’m doing it. Managing a circuit has all sorts of hidden surprises that pop up. The previous noise problems at Mallory are well documented and I’ve learned a lot about politics since starting here, but I’m enjoying it.” Not surprising, really: from his office window he can survey about half the 1.3-mile lap.

In 2014 the circuit hosted a clutch of bike meetings, but only one exclusively for cars.

That was never the original intention, but by the time the lease was signed most racing promoters had already finalised their schedules. For 2015 there are seven car meetings on the provisional calendar, plus the Plum Pudding event on Boxing Day, a two- and four-wheel cocktail that was swiftly reinstated following a sabbatical in 2013.

“Virtually all the clubs that used to race here are coming back,” says Roberts. “We’ve

Virtually all the clubs that used to race here are coming back. The 2015 calendar is already pretty full. It seems everybody wants to come to Mallory

Car racing returned to Mallory Park this year. Below: Eddie Roberts and Stuart Hicken

ALL

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051-052 Place Notes DS.indd 1 07/11/2014 13:57

close to the hearts of enthusiasts on two, three and four wheels.

“I’m originally from The Wirral,” says Roberts, “but have always been a supporter of Mallory. I learned to race bikes here – and you really did learn to race, because it was so quick. I saw Mike Hailwood and Giacomo Agostini race here in their pomp – and when I drive along the A447, towards the track, the hairs still prickle on my arms. There’s just a buzz about the place and I love it.”

place notes

There is much more than racing on the agenda. For a few years the circuit incorporated a motocross track that had to be culled under the latest terms of use, but the same land has since been deployed for the quieter pursuit of mountain biking. Cycling has become a regular feature on the Mallory landscape and, with a lake at its core, the venue is also handily equipped for triathlons (the first of which took place in August 2014). In the longer term, there are plans for electric motorcycle trials and even electric motocross. “We want Mallory to be a leader in that field,” says Roberts. “When I was about eight I remember putting bits of cardboard in my pushbike’s wheels in an effort to make it noisier, like a motorbike, but the world now seems to work the other way…

“We have 24 business units here and we’re looking at extending. When we took over, we said we wanted to turn Mallory into a mini-Silverstone, surrounded by motor sport cottage industries. We have a few race teams based here and we’re looking at doing something with the old Coach House, although that needs quite a bit of work because it has been closed for a few years. We want Mallory Park to become a motor sport centre, where people come to buy bits – or get them made – for their cars or bikes.”

Top-tier car meetings have been absent for more than 30 years and the British Superbike series moved away from Mallory after 2010, but that could change in the seasons ahead. “We’ve reintroduced the Race of the Year, a big Mallory bike event of the past,” says Roberts, “and there is definitely a case for bringing back the BSB. Would we like the British Touring Car Championship? Absolutely. We need to take things one step at a time, but we’re hoping to have national-status events by 2016. I’m looking at 2015 as a learning year, but we have plans to put in more garages, develop the race control building and improve the paddock.

“That’s quite difficult, given that we don’t have much room to manoeuvre in the middle of the track, but we’re considering A and B paddocks, a bit like those at Brands Hatch, with one on either side of the circuit. That then involves a vehicle bridge or tunnel, but they’re all things we’re evaluating. There is even scope to extend the circuit on the far side, behind the Stebbe Straight.

“We have to promote our events effectively and make the circuit work. Our racing days must offer good value and hopefully we’ll be able to move up to bigger events. Our Bike Bonanza [formerly The Festival of 1000 Bikes] has proved very popular – there is already big interest for 2015 – and we’re looking at doing something similar for cars, with parades, displays and perhaps a couple of races. It’s a business, but it’s being run by two people who are passionate about both racing and Mallory Park.”

The circuit has a reputation for serving Britain’s best-value paddock breakfasts – a fry-up and a mug of tea for about a fiver – and has literary associations that are not widely known. It is rumoured that Lord Byron once crafted poems from beneath a tree within the circuit’s present confines. To most of us, though, it’s a former pony-trotting and grasstrack motorcycling venue that morphed into a fully fledged racing circuit in 1956, since when it has remained

MALLORY PARKProvisional car dates for 2015

March 29 MG Car ClubMay 24-25 BARCJune 20-21 BARCAugust 1-2 Classic Sports Car ClubAugust 30 VSCCSeptember 20 BRSCCSeptember 27 750 Motor ClubDecember 26 Plum Pudding meeting

British Saloon Cars in the 1980s. Below: A Clubmans driver out of shape at Shaw’s

Bike racing has been a mainstay of Mallory Park’s schedule since it opened in 1956


051-052 Place Notes DS.indd 2 07/11/2014 14:00

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national court

Because of the scale of the conflagration a second Fire Truck was deployed as were marshals with extinguishers from other posts.

The complaints against Liam Doran are that, having seen his father’s car on fire, he ignored the instructions of an official to whom he gesticulated and was abusive and ran from the paddock exit onto what is said to have been a live track and went to where the car was still burning. The fire was eventually brought under control but not before Liam Doran had come between the burning car and those endeavouring to extinguish the fire thus hindering their efforts and not before he had offered considerable and extreme verbal abuse to seemingly everyone present at the scene.

His shouted comments and his criticisms as to the efficacy of everyone else’s efforts were expressed so clearly and in such terms that it is said they even drew a hostile reaction from some spectators and caused the commentator to turn his microphone off to avoid other sections of the crowd being subjected to such language.

Such was the extreme nature of his comments and his threats as to the future employment of the officials and personnel involved that it caused considerable offence to those on the receiving end of his totally unwarranted invective.

Many of those involved are volunteers and have long experience of motor sport. Their statements show that never have they been subjected to or witnessed such extreme and prolonged abuse. The point is also made that this occurred in full view and within the hearing of spectators and their children.

No criticism can possibly be made of Mr. Pat Doran. The day following the incident and despite the discomfort and burns from which he was suffering, he personally thanked those who had assisted him and expressed regret for his son’s actions.

Although Liam Doran is the Managing Director and effectively owner of the Company that owns the circuit, he was present at the event as a competitor in the FIA World Rallycross Championship. He is an MSA licence holder and is accordingly expected and indeed required to comply with the provisions of the MSA General Regulations (which incorporates a Code of Conduct, A.10.1.3 of which provides that competitors shall “treat all competitors, marshals and officials equally with respect”).

It is clear to this Court that Liam Doran clearly failed to do so. Whilst

SITTING MONDAY 14TH JULY 2014Tony Scott Andrews (Chairman)Bob KettleboroChris MountCASE No J2014/08 Liam DoranThis matter comes before the Court as a result of a report made to the MSA by the Stewards of the rallycross event held at Lydden Hill on 24th May 2014 and the MSA’s subsequent decision to initiate disciplinary proceedings against Liam Doran in respect of his alleged conduct at that event.

Liam Doran is charged with breaching MSA General Regulation C 1.1.9 (abusive language or behaviour).

The Court has heard from Liam Doran, who accepts the charge, and from his father Pat Doran.

The Court has seen “video” recordings of the incident, read the report submitted to the Stewards by the Clerk of the Course, Andy Stevens, and his subsequent extremely clear and comprehensive report to the MSA, the decision of the Stewards and their own report to the MSA, the statement of the Assistant Clerk of the Course, A. Richardson, the report to the Stewards, of the Chief Medical Officer, Dr. Chagger, the statement of the commentator, Chris Pullman, together with statements from no less than eleven marshals including that of Wayne Middleton, the first marshal on the scene who helped to extract Mr. Pat Doran from his blazing car.

The facts briefly are that Mr. Pat Doran was driving a Ford RS200 in an MSA National ‘B’ permitted race late in the afternoon of Saturday 24th May. His car caught fire and to his very great credit he had the presence of mind to bring the car to a halt at a marshal’s post where assistance could be given. The car was soon engulfed in flames and Mr. Doran, having sustained some burns in attempting to exit the car from the driver’s side, succeeded in leaving the car through the other side. The significance of this is that his actions may not have been visible to those watching from the pre-grid area/paddock exit.

The fire was seen by the Clerk who had put a Fire Truck on standby even before the car had come to a standstill and it arrived at the scene just after the driver left the car. It was followed immediately by a Rescue Unit and Medical Car, the personnel from which went straight to the aid of the driver who had been helped away from the burning car and over to the tyre wall.

allowance must obviously be made for the distress occasioned by the sight of his father in a car which was on fire it does not extend to the torrent of extreme and sustained abuse which continued long after he had ascertained that his father was safe.

The Court finds Liam Doran in breach of the General Regulation with which he has been charged, namely C1.1.9, and considers his conduct toward volunteer officials upon whom the sport relies so heavily to be so reprehensible that a prolonged suspension of his licence is warranted.

The Court accordingly directs that Liam Doran’s licence be suspended, that he forthwith returns his licence to the MSA and that no further licence be issued to him until 14th July 2015. It is further directed that such suspension be of international effect, (FIA International Sporting Code Article 12.11.2).

Liam Doran shall also pay the sum of £1,000 toward the costs of this Court.

TONY SCOTT ANDREWSCHAIRMAN

Tony Scott Andrews (Chairman)Bob KettleboroChris MountCASE No J2014/08 IN THE MATTER OF LIAM DORANAs recently as 14th July this year, this Court made an Order that the competition licence of Liam Doran be suspended for a period of twelve months.

Reference to the Decision in that case shows that the penalty was imposed because the Court found Liam Doran to be in breach of General Regulation C1.1.9 and considered his conduct toward volunteer officials upon whom the sport relies so heavily to have been so reprehensible that a prolonged suspension of licence was warranted.

Liam Doran has subsequently sought expert legal advice and now makes application under the provisions of MSA General Regulation C.2.12. This Regulation enables the Court to remit any unexpired term of suspension or disqualification as it may think appropriate.

Evidence is produced to this Court that Liam Doran has now seen fit to actually apologise to those affected by his actions (a factor notably absent at the time of the hearing in July and, hence one surmises, subsequent to his having obtained legal advice) and also evidence

which suggests that his behaviour at the event was linked entirely to the unfortunate incident involving his father and is most unlikely ever to be repeated.

Reference is made to his status, success and ability not only as a driver but also as a team owner. It is for Liam Doran’s involvement in this latter capacity that his application to remit the period of suspension succeeds, at least to a degree. The Court is satisfied that the prospects of continued employment for numerous people within and connected to the team, who clearly have no culpability whatsoever, will be seriously and adversely affected if the period of suspension is not reduced.

The Court will therefore suspend the suspension of licence but only with effect from the 14th November 2014. This will enable Liam Doran to compete in the final round of this year’s Championship, should he so wish, as well as in events to be held in 2015.

The Court notes that Liam Doran is presented in the course of this application as being an “Ambassador for Motorsport”, specifically for Rallycross. If this is indeed the case, then Liam Doran must be very aware that any recurrence of his previous behaviour during the remainder of the original twelve month period of suspension will result in this matter being referred back to this Court and the suspension of his licence for the remaining eight months of that period.


SITTING TUESDAY 19TH AUGUST 2014David Munro (Chairman)Mike GartonIan WatsonCASE No J2014/12 Lee Wiggins Eligibility AppealThe National Court has considered the Eligibility Appeal of Lee Wiggins.

The matter arises from the post-race scrutineering of a Caterham R300 superlight following Race 14 at Rockingham on 13th July 2014.

Car number 32 was found to have a front camber angle over the permitted maximum of 4.5 degrees. The angles were said to be 4.6 degrees (left front) and 4.8 degrees (right front).

A non-compliance form was issued pursuant to General Regulation C3.1.1 stating that the vehicle was in breach of Caterham R300 superlight

MOTOR SPORTS COUNCIL NATIONAL COURT


055-058 National court DS.indd 1 07/11/2014 14:04

national court

Championship Regulation 5.8.7.The Clerk of the Course, Mr Peter

Daly, imposed the penalties specified under C3.5.1 (c), and the vehicle was excluded from the results.

Mr Wiggins now appeals. The essence of the Appeal is that the findings in relation to camber angles are simply wrong.

He contested that the place where the measurements were taken was not in fact, ‘flat’ and had a lateral slope of 0.20 degrees.

This measurement was taken shortly after the camber angles had been checked and the Court has little hesitation in concluding that the method of measurements used to achieve the camber angles of car number 32 was compromised by a fundamental failure to ensure that the area used for testing was in fact flat.

Accordingly this Appeal is upheld. The Court directs that the Appeal fee be refunded and that Mr Wiggins be reinstated in the results for the event.

These findings are set down at 1.45 pm 19th August 2014.

DAVID MUNROCHAIRMAN

SITTING WEDNESDAY 10th SEPTEMBER 2014Guy Spollon (Chairman)Bob KettleboroRon McCabeCASE No J2014/13 – Formula Renault Race, Silverstone 24th May 2014This matter comes before the MSC National Court for an investigatory hearing pursuant to the provisions of General Regulation C9.

The relevant facts are as follows:1. During the weekend of 23rd – 25th

May 2014 the BRSCC held an international race meeting at the Silverstone Race Circuit.

2. One of the races that weekend was a Formula Renault 2.0 Northern European Cup event. Prior to the commencement of this race it was noted that the track was damp and slippery in certain areas and accordingly the decision was made that the drivers were to be given 2 formation laps in order that they might familiarise themselves with the prevailing track conditions.

3. During the first of the formation laps one competitor spun out on the Hangar Straight in a vulnerable spot. A recovery truck and crew was duly despatched to collect the

stranded vehicle which had damage to the rear suspension and thereby required a “full lift” onto a recovery truck.

4. While the damaged car was still being loaded onto the recovery truck, the race was started. Although the highly efficient recovery crew were notified by radio of the start of the race and yellow flags and lights were ordered to be displayed, the damaged car had only just been placed onto the recovery truck as the field appeared at high speed.

5. Thankfully, despite only limited visibility because of spray, the field managed to avoid the recovery truck and its crew.

6. During the course of the enquiry, Mr Champkin, representing the BRSCC, was able to contact the Clerk of the Course who indicated that:

a) The race was started despite the knowledge that there was a recovery truck and crew on the track in the process of recovering a damaged vehicle.

b) The decision was taken on the basis that:

i) The competitors’ team managers had been notified of the issue thereby allowing the opportunity to warn their individual drivers.

ii) Yellow flags and lights had been ordered.

iii) Competitors had been given 2 formation laps and should therefore have seen the recovery truck and crew.

The National Court finds that:1. In the circumstances of this case the

race should not have been started while the recovery truck and crew were still in the process of recovering the stranded car.

2. The race could and should have been delayed for a further few minutes if need be with a further formation lap which would have allowed the recovery truck sufficient time to clear the circuit.

3. Although the team managers were advised as to the situation there was, given the time constraints, no guarantee that the individual competitors could and/or would be fully appraised as to the hazard of the recovery truck.

4. Certainly with the benefit of hindsight it is clear that when the race competitors passed the recovery truck their visibility was poor due to heavy spray. There was no guarantee that drivers would have noticed the recovery truck.

The National Court feels it necessary to make the following recommendations:

1. Motor Sport is an inherently dangerous sport and safety must never be compromised by commercial interests or pressures of time to maintain a schedule of events.

2. Before the start of a race officials must ensure, particularly when conditions are adverse, that all reasonable precautions and enquiries have been taken so as to clear the track of hazards and obstructions.

Hard working and often highly pressurised officials must take whatever time is necessary to consider the relevant facts of a situation so as to ensure in so far as it is reasonably practicable to do so that the correct decision is always made.

GUY SPOLLONCHAIRMAN

SITTING WEDNESDAY 10TH SEPTEMBER 2014Guy Spollon (Chairman)Bob KettleboroRon McCabeCASE No J2014/14 – Blancpain Endurance RaceThis matter comes before the MSC National Court for an investigatory hearing pursuant to General Regulation C9.

The relevant facts are that:1. On the weekend of 23rd – 25th May

2014 the BRSCC organised an International Race Meeting at the Silverstone Circuit. At the conclusion of the Blancpain 3 Hour Race a Series Director for “a bit of theatre” assisted in the chequered flag ceremony by wearing a dark suit and bowler hat, carried a rolled umbrella and waved the chequered flag whilst standing on the track on the wrong side of the pit wall.

2. Although a chequered flag is usually presented by the Chief Flag Marshall or an assistant deputised by the Clerk of the Course, it is not unknown for a “celebrity or VIP” to be invited to undertake the task.

3. The person presenting a chequered flag should only do so from a designated flag point. At Silverstone this point is usually a reserved space on the pit lane wall.

4. Under no circumstances may the person presenting the chequered flag be permitted or caused to do so from a position of danger.

5. There is strictly no specified attire for a person having the responsibility of presenting a chequered flag.

The circumstances of this case were found by the MSC National Court to be foolhardy in that:1. The bearer of the chequered flag was

positioned on the exit of a very fast corner and was seen to move out towards the competing vehicles as they passed.

2. The bowler hat worn by the chequered flag bearer was liable to be blown off and the rolled umbrella at risk of being dropped and/or tripped upon.

3. The black/dark clothing worn by the flag bearer did not stand out against the colour of the tarmac and/or the buildings making the individual almost invisible to a fast approaching competitor.

The MSC National Court wishes it to be made absolutely clear that:1. The overriding interest at all times and

at any circuit must be the safety of competitors, officials, spectators and all those involved with the sport.

2. A person presenting a chequered flag must always do so from a position of safety.

3. At Silverstone it was not acceptable for the holder of the chequered flag to have been granted access to the track via the pit wall gate adjacent to Race Control as this only when firmly closed forms part of the safety barriers.

4. This Court is always anxious to welcome and promote international championships and does not wish to be seen as lacking humour and/or trying to restrict commercial promotion of any series. However, safety must always be paramount.

GUY SPOLLONCHAIRMAN

SITTING TUESDAY 19TH AUGUST 2014David Munro (Chairman)Mike GartonIan WatsonCASE No J2014/16 David Fraser MitchellThe National Court has considered the matter of David Fraser Mitchell following the referral of the case by the MSA under General Regulation C9.1.

David Fraser Mitchell has admitted having made a fraudulent application for a competition licence and is therefore guilty of breaching C1.1.3.

The facts can be summarised as follows:

On 19th May 2014 David Fraser Mitchell applied for a competition licence. He suffers from diabetes and declared the condition in his application.

Once he became aware the MSA



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057_MSA_WINTER 14.indd 54 31/10/2014 10:18

national court

scrutineering procedures which arose at a round of the Jam-Sport Fiesta Championship held at Anglesey on 10th and 11th May this year.

Competitors in this Championship at this event had a Qualifying session and two races. The best time set in Qualifying determined a competitor’s Grid position in Race One, the second best time, the grid position for Race Two.

The competitor to which this issue relates is Daniel Holland, driver of Car No.6, whose qualifying times put him in P3 for Race One and P2 for Race Two.

At the conclusion of Qualifying the Eligibility Scrutineer chose to inspect the flywheels of a number of cars. He had reservations as to the eligibility of that fitted to Car 6 and asked that it be removed in order that he could inspect it in more detail. As this was the team’s only such component, another standard flywheel was made available to them for use in both races.

The scrutineer mentioned to the Championship Co-ordinator, Mr. Kevin Shortis, (who, as Ford Racing UK, was also the joint Organiser of the Championship) that there might be a problem with the flywheel. Mr. Shortis then spoke with the Team. The evidence given in a written statement by Jamie Going, team member, is that having advised Mr. Shortis that they were going to remove the flywheel at the request of the Scrutineer, they asked what would happen if a problem was found with the flywheel. According to Mr Going, the answer given by Mr. Shortis, was “that there were two options, to continue with the paperwork and let things take their course, meaning qualifying times would be lost and starting from the back of the grid” or, “in the interests of the Championship, to start the race from the pit lane, keeping the matter between the parties already involved until the flywheel was proven either way”. Further, “Kevin was quite clear to be in favour of the second option.”

This version of events is denied by Mr.

appropriately documented note of the checks he was proposing to make and subsequent confirmation that all cars complied with the regulations.

As the car in question, Car No. 6, driven by Daniel Holland, had subsequently competed in both races with a suitable flywheel, there is no necessity for this Court to consider amending the results of either race.

What it is necessary for this Court to do, however, is to comment (and to do so adversely) upon the fact that a Championship Co-ordinator, especially one who is also a joint organiser of the Championship itself, should seek to involve himself at all in the Judicial Procedures and, so it would seem, to attempt to subvert that process for, as to who it was who suggested the “two options”, the Court prefers the evidence of Mr. Blackmore and of Daniel Holland to that of Mr. Shortis.

What is equally unsatisfactory is the telephone call Daniel Holland says Mr. Shortis made to him some time after the event “urging” him to voluntarily give up the points he had received in the two races from the weekend.

From any viewpoint, such conduct is utterly unacceptable.

The Court considers that this entire incident, together with all the concerns and misgivings felt by those taking part in the Championship, could so easily have been avoided had proper procedures been permitted to take place and had the Joint Organiser not interfered “in the interests of the Championship”.

In view of that interference that Joint Organiser, Ford Racing UK are ordered to pay the sum of £1,000 as a contribution toward the costs of this Inquiry.

The Court would also wish to express the view that it is perhaps unfortunate that certain functions within Championships remain in the hands of unlicensed officials.


Shortis who claims that the two options were given to the team not by him but, presumably, by the Scrutineer Mr. Bob Blackmore, although he accepts that he did say that “those involved should keep their own counsel and not discuss the matter to anyone else.”

The Court notes, however, that in the written statement submitted by Mr. Blackmore he asserts that when he returned to the team’s awning he was told that Mr. Shortis had just left, had mentioned the two said options and had said that he favoured the second, i.e. to start from the pit-lane.

Mr. Blackmore has stated to this Court today in clear terms that at no time did he tell the team to start from the pit-lane nor did he even suggest it.

In the event, the team’s car No. 6 took its allocated place on the grid, left on the formation lap but then entered the pit lane from where it started the race.

Car No. 6 also lined up on the grid for the start of Race Two in its allocated grid position but on this occasion maintained that position for the start.

Clearly, had the Scrutineer found the flywheel to be unacceptable, the car should not have retained its position on either grid. Notwithstanding Mr. Shortis’ wish that the matter be kept quiet, other competitors became aware of the questionable flywheel, that no judicial action appeared to have been taken and that for no apparent reason Car No.6 had started from the pit-lane in the first race but had kept its grid slot in the second race.

The evidence before this Court is clear in that the Scrutineer found after investigation and enquiry that there was no problem with the flywheel.

He had therefore not filed a Non-Compliance Report such that there was no necessity for the Clerk of the Course to take any action which might have resulted in the grid for both races being amended.

The Scrutineer also quite properly lodged with Race Control an

required further information concerning the illness he withdrew the application.

He then took part in the Summer Stages Rally run by the Glenrothes Motor Sports Club using the name of Fraser Mitchell and made a further application for a competition licence in that name on 14th June 2014.

This application was entirely dishonest. He used a different postal address, different email address and phone number and failed to disclose the fact he suffered from diabetes.

This was plainly an attempt to deceive the MSA. The Court notes that Mr Mitchell has promptly admitted that his actions were in breach of C1.1.3 but this remains an exceptionally grave matter and the only appropriate sanction is to impose a penalty which reflects that fact.

Accordingly Mr Mitchell is disqualified from holding any competition licence for a period of 5 years and is forbidden to take part in any competitions whatsoever, nationally and internationally.

Further he is ordered to pay the sum of £500 towards costs.

DAVID MUNRO, CHAIRMAN

Suffering from diabetes does not necessarily preclude an individual from holding an MSA Competition Licence. Further details can be found in MSA Yearbook regulation (H)10.1.7.

SITTING TUESDAY 30TH SEPTEMBER 2014Tony Scott Andrews (Chairman)Mike HarrisRick SmithCASE No J2014/17 Jam-Sport Fiesta Championship, 10/11th May 2014This matter has been referred to the National Court by the MSA under the provisions of MSA General Regulation C.9 in order that it might enquire into an eligibility issue and the resultant

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040-43_FW14&15c.indd SA DS.indd 40 01/09/2014 15:09

The Williams FW14 was as close as it comes to perfection for me, really. It was just a pleasure to use. It did whatever you wanted it to do and as a driver you can’t ask for much more than that.

It was quite a strange time for me, actually, because I was testing and developing the FW14 in 1991 when I was actually racing for Brabham. There were no issues between the teams with me doing both – in fact Brabham was quite pleased because the team was developing the fairly unusual Sergio Rinland BT60Y and they would ask me about the Williams all the time.

I remember going to Imola in early ’91 and going two seconds quicker in the FW14 on race tyres than I had with the Brabham on qualifying tyres. It was night and day really. I remembered thinking about that quite deeply when we were getting up at the crack of dawn for pre-qualifying!

The FW14 was quick, had amazing downforce levels and that great Renault V10 engine. After some initial bugs were ironed out it was reliable, too. It was actually the first generation of car that used a blown

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M A R K B L U N D E L L 1992 Le Mans winner, 61 GP starts, Champ Car race winner

❱ ❱

Essential info

Williams FW14Entrants Williams Drivers

Nigel Mansell, Riccardo Patrese Debut 1991

United States Grand Prix Achievements 17 wins, 21 poles Constructors’

Championships 1 (1992)Drivers’ Championships

1 (1992)

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040-43_FW14&15c.indd SA DS.indd 41 03/09/2014 11:28

G R E AT R A C I N G C A R S R A L LY C A R S

During my professional career I’ve driven some Subarus, the Ford Fiesta and now the Citroën DS3, which was designed for Sébastien Loeb and is a really amazing car. But I’m quite a straightforward guy so I would say my favourite car of all time, just by looking at it and driving it, is the Subaru Impreza WRC of 1998, the first World Rally Car I drove.

OK, I’ve never competed in it – but my dad let me drive it when I was 13! I was not flat out, but I was allowed to drive it on a test on snow in Norway.

I’d learned how to drive a car very quickly when I was young. My dad was sitting next to me and I was allowed to do some drifts and it was a fantastic feeling. After I was a bit older and knew how to drive a WRC car, I tested it again. We sold it to another Norwegian guy and he asked me test the car with him, so I did one test day in the car. I got lucky again.

S U B A R U W R C 9 81 9 9 8

M A D S Ø S T B E R GWinner of one WRC event, works Citroën driver



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062-67_Por917&917/30.indd SA DS.indd 62 01/09/2014 16:33

I can’t recall whether it felt better in long- or short-tail guise, but when the handling was sorted it was an unbelievable car. My victory at Le Mans apart, I recall leading my first race in a 917, at the Österreichring in 1970, but it ran out of fuel and failed to finish. We introduced ABS at the same track one year later, but that failed and Gérard Larrousse and I retired after an accident.

It wasn’t an easy car to set up and I never found it particularly easy to drive, with all that power. It was a bit of a monster, but perhaps that’s what we’re missing in modern Formula 1 at the moment – something to separate the men from the boys.

P O R S C H E 9 1 71 9 6 9 - 7 1

6 3

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H E L M U T M A R K O1971 Le Mans winner, 10 Grand Prix starts, Red Bull linchpinEssential info

Porsche 917Notable entrants Porsche,

John Wyer Automotive Notable drivers Jo Siffert,

Pedro Rodríguez, Brian Redman, Vic Elford, Hans

Herrmann, Richard Attwood, Kurt Ahrens, Leo Kinnunen,

Helmut Marko, Gijs van Lennep Debut 1969 Spa 1000Kms Achievements 15 wins, 11

poles (WSC) Constructors’ Championships 3 (1969-71)



062-67_Por917&917/30.indd SA DS.indd 63 03/09/2014 11:29

G R E AT R A C I N G C A R S F O R M U L A O N E M E R C E D E S - B E N Z W 1 9 6G R E AT R A C I N G C A R S I N D Y C A R S

132-133_PenskePC23 GC DS.indd 132 02/09/2014 11:08

1 3 3

My favourite Indycar is our 1994 Penske-Mercedes-Benz we raced at Indianapolis with a 209 cubic inch, rocker arm Mercedes-Benz engine they called ‘The Beast’. Quietly, we took advantage of the stock-block rule for the Indy 500 which had been dominated by the Buick V6 turbo stock-block type engine running 55 inches of boost which was seven inches more than the standard, four-camshaft V8 racing engine most of us were using.

We saw we could build our own engine to those rules and we worked on it very quietly for a year and surprised everyone when we rolled out the engine for the start of practice for the Indy 500. We sat on the pole and dominated the race with our cars and won with Al Unser Jr and that engine. That was a great day for our team and company and it established my relationship with Mercedes-Benz like the Porsche 917/30 had done with Porsche.

Following that our dealership business with Mercedes-Benz expanded worldwide and I sold the Detroit Diesel engine manufacturing business to Mercedes.

P E N S K E - M E R C E D E SP C 2 3 5 0 0 i

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1974 GRD S74. This stunning 2 litre Group 6 sports car had been developed into a proven race winner. Low mileage BDG and FT200. Ideal for Martini, Masters and CER. £130,000. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

1976 Lola T460 BDA. An excellent and well-proven example of Lola’s Formula 2/Atlantic car. Fitted with a zero miles BDA and ready to race. Great value for money. £39,995. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

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Formula 3 Merlyn Mk 14A 1969 Eligible Monaco and Goodwood. Successful car winning European and British Championships in recent years. Rarely beaten. Current holder of Justin Hayler Trophy. Raced in period by Patrick Champion. Fully prepared and ready to race with full set of gear ratios, set-up sheets, spare body, set of wets. Immaculate throughout. Very nice car to drive. Good size cockpit. Would suit experienced or novice driver OIR £70,000 T: David Methley 07802 898315/01243 641065 [email protected]

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Ford Escort RS1600. Former press demonstrator. Successful historic race car then rebuilt to Group 2 tarmac rally specification with 2.0 BDA, ZF box etc. £79,995. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

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Surtees TS15 F2. Professionally rebuilt, prepared and run. Fitted with low mileage 285 BHP BDG and Hewland FG400 gearbox. Current FIA papers. POA. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

1958 Aston Martin DB MkIII with Goodwood competition history, current FIA papers, triple Webers.Beautiful car, fully trimmed and race ready. £250,000.

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1967 Chevrolet Camaro Race car. Extremely developed and Race Winning American Muscle car. It has been raced by Alec Hammond for the last 14 years and is in race ready condition. 36 outright wins, 65 other podiums and a further 16 class wins is an impressive and proven record. £59,950.

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1964 Sunbeam Alpine race car with current FIA Papers. Engine by Mass Engineering Very competitive &. An inexpensive route

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1964 Triumph TR4 race car with current FIA papers. Finished in black with engine by Mass Engineering. 2 sets of wheels & various other spares £37,950

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1962 BRM P57 1.5 litre V8. “Stack pipe” Purchased directly from Rubery Owen and

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1981 Lotus 87 DFV. Large spare package. Potentially a winning car in Masters F1.

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1981 Williams FW07C Ex-Reuteman.Multiple historic championship wins

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1964 Elva Mk VIIS BMW.Lester Owen engine.

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opinion

“Giancarlo. Reset the fuel mixture so that the square of the hypotenuse is no greater

than 27 and make sure Taurus is on the cusp of Gemini during the grapefruit harvest in Xanadu. And remember, lawnmowers never rust when Huddersfield Town are playing at home…”

Formula 1 radio code has yet to become quite so cryptic, but it might in the wake of governing body the FIA’s decision to clamp down on mid-race briefings. It’s a plot to restore responsibility to the driver and reduce the ‘racing by numbers’ mentality that had crept in, with engineers able to advise their charges to try different gears and lines to claw back a couple of tenths relative to their team-mates.

I wouldn’t support the wholesale abolition of radio transmissions – they are a vital safety tool whenever telemetry shows that a brake disc is about to explode, or a tyre has lost pressure – and there should be a separate rule for Kimi Räikkönen, whose responses to facile instructions sometimes provide the weekend’s highlight. As a general principle, though, drivers should be obliged to think their own way through a race in the same way that they did when the only available information used to be shown on a small board they’d pass at 180-odd mph.

No system is wholly reliable, though. Remember the 1997 Australian Grand Prix, when the Benetton team

spent several laps imploring Jean Alesi to make a fuel stop – using both radio and urgently waved pit boards? The Frenchman had other ideas and kept

circulating until he ran dry.Perhaps that was just an Alesi thing. I

recall the late, great Ken Tyrrell once relating a story about a Silverstone test, in which Alesi was supposed to run a full Grand Prix simulation for his team. “You need to do 28

laps, Jean, then in for fresh tyres and out for another 28…” Alesi set off, but returned after four laps to complain that the tyres were past their best. “Yes, Jean, they will be – full tanks and all that.” They explained the plan once again, so he went back out on fresh rubber… and came in after a few laps to complain that his tyres had lost their edge. This happened another couple of times before the team gave up, it by now being obvious that the Frenchman had little interest in race simulations. He just wanted to drive as fast as possible and it’s unlikely that any two-way radio chat would have been able to fix that.

Back in the 1980s, when teams stuck metal numbers in a frame to alert drivers to lap times and race positions, a Formula Ford driver mate bought a new-fangled board with rotating

cylinders – black on one side, white on the other – that could swiftly be adjusted to provide basic information such as ‘P4’, ‘L7’ or ‘41.6’. Whenever his lap times dropped off, we’d twiddle the characters so that next time around he’d see ‘FOOL’.

It was a system that seemed to work perfectly well.

The FIA is right to limit pit-to-car radio messages, says Simon Arron, although some drivers will do their own thing anyway...

Simon says...

As a general principle, drivers

should be obliged to think their own way

through a race

Having covered every Formula 1

world championship grand prix between

2001 and 2012, Simon Arron has

returned to the real world and is now

features editor for Motor Sport

magazine

MER

CED

ES-B

ENZ

Pit-to-car radio remains a vital tool for warning drivers about potential risks

066 Simon says-gr DS.indd 66 07/11/2014 14:07

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