MSA magazine, autumn 2014

AUTUMN 2014

MY BUSTTI H Too m NG

too youuch ng?

How to make t h

of kart e ing yea most rs

Page 30

THE

MAGAZINE FOR BRITISH MOTOR SPORT

WALES RALLY GB PREVIEW

High Hopes on home soil Our WRC heroes Kris Meeke & Elfyn Evans go head-to-head on what makes the ‘big one’ special

PLAY BY THE RULES

BENTLEY’S GT MONSTER

How to take luxury to the track, make it legal – and make it a winner HAPPY ANNIVERSARY!

THE VSCC AT 80 The pioneer spirit that keeps a vintage club forever young

THE ESSENTIAL GUIDE FOR CLUB RACERS BUYERS’ GUIDE: PRESERVING YOUR PRIDE AND JOY VITAL STATS: THE CRAZY WORLD OF SUPERKARTS PLACE NOTES: WE’RE NUTS ABOUT NUTTS CORNER…

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10:39 15:14 10:39

this issue

Contents 05 Forum

A new generation of rally heroes

ON THE

06 Action replay

COVER

Hamilton’s British GP joy MYTH BUSTING

09 Briefing

AUTUMN 2014

Too much too young?

How to make of kartin the most g years

All the latest motor sport news

Page 30

THE

MAGAZINE FOR BRITISH

MOTOR SPORT

PLAY BY THE RULES

BENTLEY’S GT MONSTER

WALES RALLY GB PREVIEW

High Hopes on home soil Meeke & Our WRC heroes Kris -head on Elfyn Evans go head-to special what makes the ‘big one’

How to take luxury to – the track, make it legal and make it a winner HAPPY ANNIVERSARY!

AT 80 THE VSCCspirit that

The pioneer keeps a vintage club forever young

19 Opinion

Introducing new International Motor Sports boss Ben Taylor

21 Talking heads

Are grid girls an outdated idea?

THE ESSENTIAL GUIDE

22 Cover story

FOR CLUB RACERS

JOY G YOUR PRIDE AND TS BUYERS’ GUIDE: PRESERVIN WORLD OF SUPERKAR VITAL STATS: THE CRAZY ABOUT NUTTS CORNER… NUTS PLACE NOTES: WE’RE 05/08/2014 12:33

001 cover2.indd 1

We get a sixth sense for a rally which we’ve grown up on. We know what it’s like when it is raining, murky and dark p22

Kris Meeke and Elfyn Evans get together to discuss their “special” home event, Wales Rally GB

30 Myth Busting

You don’t have to win in karts to become successful in cars

22 32

21

32 Bentley GT3

The back-story behind a glorious motor sport return as Bentley turns a luxury Grand Tourer into a racer

38 Racing & road safety Racers make perfect ambassadors for highway driving standards

40 VSCC at 80

Profile of the vintage club that remains forever young

46 Vital Stats

Paul Platt’s amazing superkart

CONTRIBUTORS

49 Toolkit

A steering wheel with a difference

50 Buyer’s guide

Cover for your pride and joy

53 Place Notes

Northern Ireland’s Nutts Corner

57 National Court 66 Simon says New products on the market p49

Motor racing anniversaries and why the numbers don’t matter…

David Evans He documented the careers of McRae and Burns. Now this rally specialist is watching a new generation stamp their marks on the world’s stages.

Paul Lawrence The modern scene is a freelancer’s bread-and-butter, but Paul’s first love is historic motor sport. In this issue he profiles the VSCC at 80.

Rob Widdows Motor Sport’s regular contributor talks to Bentley and the MSA about the challenges of homologating the new Continental GT3 racer

Autumn 2014 www.msauk.org

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TBWA\PARIS

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they’ve got the advantage of having their own MICHELIN coach to provide technical support. Secondly, their cars are fitted with MICHELIN Pilot Sport tyres such as the MICHELIN Pilot Sport Cup 2 – which can help achieve up to 50% more laps of the track, ecoming a better driver isn’t about what you can achieve in just one lap faster and with greater consistency*. That’s of the race track – it’s about being able to because MICHELIN Total Performance delivers replicate the performance over several laps. more all round performance in one tyre.

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05/08/2014 16:36

letters

Forum

facebook.com/msauk twitter.com/msauk

EDITOR’S LETTER The shadows of Colin McRae and Richard Burns remain long when it comes to Wales Rally GB. It’s still hard to fathom that both are gone. But as we look ahead to the 2014 event, on November 13-16, we can finally state with certainty that a new pair of home-grown heroes are poised to step into the light.

Both Kris Meeke of Citroën and Elfyn Evans of M-Sport admit that Burns and McRae are central to their own memories of what makes Britain’s round of the World Rally Championship so special. The rally can never be just another event on the calendar for these two – although both admit that the home advantage might not be as great as you might at first think. The duo go head-to-head to discuss all things Wales Rally GB on page 22.

Elsewhere, we herald the alreadyglorious return of Bentley to motor sport and celebrate the 80th anniversary of the much-loved Vintage Sports-Car Club. We also welcome the first ‘opinion’ column by Ben Taylor in his new role as the managing director of International Motor Sports (IMS), the MSA’s commercial arm. Another successful British Grand Prix and that forthcoming rally in Wales are just two reasons why Ben is kept a very busy man.

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

Damien Smith, Editor

Silverstone marshal Paul Shillaker receives GP tickets from the FIA’s Charlie Whiting and Herbie Blash – see p12

WHAT PEOPLE ARE SAYING ABOUT THE MSA ON TWITTER @Speed_Hillclimb Great to see the Tregrehan Speed Hillclimb Academy get a mention in @MSAUK News this month. It is a fantastic new initiative…

@bazrally @MSAUK Motor racing on public roads plan: finally the government may be realising how much motor sport does for the UK

@Jamesy_Lawrence Really good day with the @MSAAcademy @MSAUK on the simulators. Learned a lot and managed to improve over the sessions

@mad_marshal @MSAUK This has only happened due to the pressure put on Westminster by@msauk and all their volunteer officials

@RallyingUK Good news about the #ISupportClosedRoads campaign today. Well done the @MSAUK!

EDITOR Damien Smith PUBLISHED ON BEHALF OF MSA BY: THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)

Motor Sport Magazine Ltd. 38 Chelsea Wharf, 15 Lots Road, London SW10 0QJ Tel: 020 7349 8497 www.motorsportmagazine.com

ART EDITOR Damon Cogman DESIGNER Zamir Walimohamed NEWS EDITOR Tim Swietochowski SUB EDITOR Gillian Rodgers ADVERTISING Peter Hirst & Peter De Vries

peter.hirst@motorsportmagazine.co.uk peter.devries@motorsportmagazine.co.uk COMMERCIAL DIRECTOR Sean Costa ACTING PUBLISHER Vaughan Gordon PRINTED BY: Precision Colour Printing, Telford, Shropshire, UK.

@marknkwilkinson Great seeing #robjones @MSAUK talking about the #volunteer marshals at #F1 and @gomotorsport @IntMotorSports

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.

Autumn 2014 www.msauk.org

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JAKOB EBREY

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action replay

DATA BURST

WHO: Lewis Hamilton WHAT: British Grand Prix, Silverstone WHEN: July 6 2014

An emotional Lewis Hamilton waves to the crowds after scoring a vital win in the British Grand Prix. Victory helped him to close the gap to Mercedes team-mate and championship leader Nico Rosberg to just four points after nine of 19 races. “The effect of winning a race like the British GP is like riding a wave,” he said.

Hamilton’s victory on home soil wasn’t his first – he won the British Grand Prix in 2008 while driving for McLaren, and has finished on the podium a further two times in 2007 and 2010.

Autumn 2014 www.msauk.org

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ANGLO AMERICAN OILF P MSA AUT14.indd 1

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news

IN THIS

ISSUE: PM backs closed-road motor sport; MPs see Hamilton’s home win; McNish joins karting forum

Briefing REGULATIONS

LATEST COUNCIL DECISIONS

Prime Minister Cameron gave his support during a visit to Williams

CLOSED ROADS

CAMERON COMMITS TO CLOSED-ROADS PLAN Legislation is tabled under Deregulation Bill In an unparalleled boost to British motor sport, Prime Minister David Cameron has publicly committed to facilitating closed-road motor sport by empowering councils to suspend the Road Traffic Act, with legislation tabled under the Deregulation Bill in July.

Cameron, who was speaking during the opening of Williams Advanced Engineering’s new facility at Grove in Oxfordshire, said: “We have a great tradition of motor sport in this country and today we are bringing British motor racing back to British roads to benefit local communities.”

This move – the culmination of a five-year

campaign by the MSA – will enable permitted motor sport events to run on closed public roads in Britain without the need for a costly and time-consuming Act of Parliament.

Welcoming Cameron’s backing, MSA chief executive Rob Jones said: “This has the potential to transform British motor sport and is something that we have campaigned for over a long period of time. We are extremely pleased that the government has recognised the benefit of motor sport, not only to the UK economy but also to the sporting success of the country.”

Peers will now consider the legislation ahead of a debate in the autumn.

£1,000,000 The estimated value of a closed-road motor sport event to its local community* *Source: Sport Industry Research Centre, Sheffield Hallam University

The latest regulation changes approved by the Motor Sports Council include the return of an option to run scheduled timing on stage rallies, giving organisers and competitors greater flexibility from 2015.

The MSA Yearbook has also been updated to cater for the new Historic Sporting Trials Association (HSTA) Car Formula, by defining what constitutes a historic trials car and outlining the technical scope of such vehicles.

Aerodynamic device dimensions for sports racing cars have been altered, and technical officials have been empowered to impound non-compliant safety equipment – like overalls and harnesses – for the duration of a meeting.

Judicial regulations have been tweaked for various reasons, such as to align more closely with the International Sporting Code (ISC) and to clarify the eligibility appeals process.

There has also been an amendment to the National Sporting Code, clarifying the MSA’s requirements for motor club recognition.

These rule changes and more are explained in full on the ‘carrier sheet’ accompanying this magazine.

Autumn 2014 www.msauk.org

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news

MSA AND FORD BRING FIA F4 CONCEPT TO THE UK

FIA’s F4 concept will make it to the UK in 2015 courtesy of Ford and its 1.6-litre EcoBoost motor

RACING

New junior championship is part of global initiative FORD HAS BEEN CHOSEN TO BRING the FIA’s new Formula 4 concept to the UK from 2015 as part of a worldwide initiative to bridge the gap between karting and F3.

The move follows a tender process held last year to identify a partner for the MSA’s introduction of a new championship conforming to FIA F4 rules.

The championship, the official name of which will be announced soon, is intended to be the first rung of the racing ladder for aspiring young

single-seater drivers starting out on the road to Formula 1. “We have worked closely with the MSA and the FIA, and in particular with the FIA’s Single Seater Commission President Gerhard Berger, to bring the project to fruition,� said Gerard Quinn, Head of Ford Racing in Europe. “The FIA has a focused objective – it wishes to see a clearly set-out path leading to F1, and has created regulations aimed at securing consistent organisational standards, technical fairness, sporting relevancy and

stability. Ford is delighted to be working with the MSA and the FIA to bring those plans to fruition.�

Complying with the FIA F4 technical regulations, the championship car will use a carbon-fibre monocoque chassis – meeting FIA safety standards – and will be powered by a 1.6-litre Ford EcoBoost engine mated to a paddleshift gearbox, plus wings and slick tyres.

The MSA will provide support for all drivers through the MSA Academy to ensure that the championship fulfils competitors’ developmental needs.

FOR MSA LICENSE HOLDERS

AND MORE 10 www.msauk.org Autumn 2014

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news NEWS IN BRIEF CLUBS

CLUB SURVEY SUMMARY PUBLISHED The MSA has published a summary of its recent club survey, which highlighted key themes that will allow the governing body to make informed decisions about future initiatives. Find it at www.msauk.org/uploadedfiles/ Club_Survey_2013.pdf RALLYING

RALLY PROMOTERS CONFIRMED The MSA English, Northern Ireland, Scottish and Welsh Rally Championships will retain their current promoters from 2015, following a long tender process by the governing body.

Respectively, the promoters are the BTRDA, ANICC, SRC and WAMC. The BTRDA will continue to promote the MSA Asphalt Rally Championship. The tender lodged by the Roger Albert Clark Rally Motor Club Ltd for the MSA British Historic Rally Championship will go forward to the negotiation stage.

KARTING

SCHOLARSHIP KARTS PRESENTED Four clubs – Clay Pigeon Kart Club, Dunkeswell Kart Racing Club, Manchester and Buxton Kart Club and North of Ireland Karting Association – were presented with IAME scholarship cadet karts by MSA chief executive Rob Jones and IAME’s Andrea Bossaglia at Motor Sports House. The karts form part of the promotional package negotiated by the MSA with engine supplier IAME during tender for the British Cadet Kart Championship.

MSA

PASSPORT LIFE IS LENGTHENED The validity of the updated 26-page FIA Historic Technical Passports (HTPs) has been doubled from five years to 10 by the World Motor Sport Council. HTPs are required in order to compete in international historic motor sport and were revised to be more comprehensive during 2013.

HTPs issued on the now-outdated form continue to be acceptable for five years from their issue date. Any HTP issued prior to 2010 will become invalid as of December 31 2014.

KARTING

NEW KART HOTLINE The MSA now has a dedicated phone line for all karting matters except licensing. Anyone with a query can call 01753 765000 ext. 2.

FORMULA 1

POLITICAL HEAVYWEIGHTS WITNESS HAMILTON’S HOME WIN Blue riband event provides public affairs platform A home victory for Lewis Hamilton capped another great British Grand Prix for the MSA, which welcomed a number of politicians and other luminaries to Silverstone on the circuit’s 50th grand prix weekend.

This year the governing body’s guests included Rt Hon Patrick McLoughlin MP, Secretary of State for Transport, who once again presented the winner’s trophy. The MSA also invited John Surtees OBE – celebrating the 50th anniversary of his F1 title – to present the second-place prize.

Other guests included: Richard Burden MP, Shadow Transport Minister; Rt Hon Kenneth Clarke MP, Minister Without Portfolio; Rt Hon Sajid Javid, Culture Secretary; Andrea Leadsom MP; Rt Hon Maria Miller MP; Rt Hon Michael Moore MP; Rt Hon Peter Hain MP; Ben Wallace MP; and Rt Hon Lord Rooker,

The British Grand Prix’s success relied upon more than 1000 volunteers, whose dedication and expertise once again set the standard for the rest of the world to follow.

Every year the MSA holds a random marshals’ prize draw.

This year’s winner was Paul Shillaker, a pit/startline marshal, who will enjoy a trip to a European grand prix of his choice next year.

Chairman of the British Motor Sports Training Trust.

“There is no better platform from which to shout about the UK’s worldleading position in motor sport than the British GP,” said MSA chief executive Rob Jones. “That’s why we take the opportunity to invite key decision makers and political supporters to Silverstone. By the time they head back to Westminster we ensure that they understand not just what the sport means to the British economy, but how they can help it do even more, for example through a change in legislation to facilitate closed-road motor sport on mainland Britain (see page 9).”

Following the race Jones took the famous Royal Automobile Club Trophy to Mercedes’ Brackley headquarters, where he addressed almost 700 team staff before presenting it to Hamilton.

• Spectator marshals: 335 • Course/incident marshals: 194 • Snatch/breakdown: 43 • Flag marshals: 86 • Rescue personnel: 20 • Paddock marshals: 14 • Medical personnel: 105 • Incident officers: 34 • Post chiefs: 43 • Pit/startline marshals: 46 • Scrutineers & scrutineer marshals: 51 • Senior marshals: 35 • Other volunteer assistants: 21 • Support race stewards: 4 • F1 steward: 1

12 www.msauk.org Autumn 2014

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news

MY MOTOR SPORT TRIALS

Q&A with F1-turned-trials competitor Richard Robarts When did you start competing?

KARTING

KARTING FIGUREHEADS DISCUSS SPORT’S UK FUTURE Fifty representatives of UK karting gathered at Motor Sports House for a forum on the sport’s future, particularly from 2017 and beyond.

The morning session was dedicated to trade representatives, and the afternoon to clubs. MSA chief executive Rob Jones opened each session, and was joined in the morning by sports car legend and ex-karter Allan McNish (above).

“In my opinion, looking ahead is more important than looking back; it was the case when I was a driver and also now in view of the sport,” said McNish. “Normally my visits to the MSA were for racing tribunals or prize-givings, so I was pleased to be

able to attend the MSA kart stakeholders meeting on a different agenda to discuss what could be the future of British karting.

“I think all stakeholders’ views should be listened to: MSA officials, kart clubs, teams, manufacturers and perhaps the most important stakeholders, the competitors. The stakeholders meeting was the start of the process to provide a clear pathway to keep karting as a pillar of UK motor sport, at both club and national level.”

The information and feedback obtained from the discussions are now being considered and developed by the MSA before any relevant proposals are passed to the Kart Committee.

GO MOTORSPORT

GO MOTORSPORT LIVE! RETURNS WITH REGIONAL TWIST Following the success of last summer’s MSA-run Go Motorsport Live! at Silverstone (MSA magazine, Autumn 2013) a number of regional versions are taking place this year.

Go Motorsport Live! – East and Northern Ireland are free events providing information on getting involved in club motor sport. They will comprise an array of club stands and car displays, plus demonstrations and free passenger rides in grassroots

disciplines such as trials and autoSOLOs. GML! – South West ran with great success at Cornwall’s Bocconoc Motorsport Carnival in July.

Like the south west show, GML! – East and Northern Ireland will merge with existing events: East – Snetterton (Classic Sports Car Club meeting), October 19; Northern Ireland – The Maze (Festival of Speed Northern Ireland), August 30-31. For details email info@GoMotorsport.net.

In the mid-1960s I started vintage car racing, then I competed in Formula Ford for three years from ’69. I moved up to Formula 3 and in ’73 I tied with my good pal Tony Brise for the Lombard championship and came third in the Forward Trust.

My sponsors approached Bernie Ecclestone about an F1 seat at Brabham. He said if I won the last Lombard race of the season he’d consider it. I did my bit and took part in the first three Grands Prix of ’74, retiring in Argentina, and finishing 15th and 17th in Brazil and South Africa. I also did two nonchampionship UK races. My seat in the BT44 was then sold to Rikky von Opel of the Opel car company, who did six races. Carlos Pace finished the season.

For the rest of 1974 and ’75 I did 1000km sports car racing in Europe.

For ’76 I did F2, which I’d skipped prior to F1. I completed the F2 and Group 8 season but a petrol crisis made it difficult to get sponsorship, so I swapped racing for a business career.

How did you get into sporting trials?

When I was racing in F3 with Tony [Brise], his girlfriend Janet was from the Allen family, renowned trials competitors. Tony was doing some trials and that was my introduction.

Having made it to F1 he tragically died in an air crash with Graham Hill, however. Years later, after retiring from business, I built a trials car – the Robarts Build 6, or RB6 – in 2004.

In ’09 I built the RB7, and an Austin Ulster will be the RB8. My cars were named long before Red Bull’s, but I don’t think I’d try to claim off them!

How do trials compare to racing?

Trialing is a black art. Racing is about speed whereas trials is about traction, and after 10 years I still have trouble not hitting the throttle when I get into difficulty! It’s a tough discipline; as a racer I’ve had to shed old habits and pick up new ones. But I aim to improve!

14 www.msauk.org Autumn 2014

014 News GR DS.indd 12

01/08/2014 10:40

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LOCAL RATE CALL

09/07/2014 12:25

news CLUB FOCUS

ULSTER

ERC leader and 2014 Circuit of Ireland winner Esapekka Lappi at the Belfast City Hall start

With David Cameron confirming his backing of closed-road motor sport, mainland Britain looks set to enjoy the kinds of events that have been prevalent in Northern Ireland for decades, thanks in no small part to the long-standing Ulster Automobile Club.

Ulster AC was formed in 1925 by – among others – Harry Fergusson of Massey Fergusson tractor fame, and in the early days it was the Royal Automobile Club’s link to the region. Following the partition of Ireland, UAC was instrumental in securing road closure orders for motor sport; as a result, the club ran the RAC Tourist Trophy on a closed-road circuit from 1928-36.

“At the time you were talking about up to half a million people coming out to watch the likes of Tazio Nuvolari and Freddie Dixon win the race,” says UAC chairman Nigel Hughes, a member since the early ’70s and the man in charge for the last six years.

Subsequently, the Tourist Trophy ran on the closed public road circuit at Dundrod, seven miles north of Belfast, from 1950-55.

It is notable for giving Stirling Moss his first major international race victory – on the eve of his 21st birthday – at the wheel of a borrowed Jaguar XK120 in 1950.

Simultaneously the club became renowned for the Circuit of Ireland Rally, which has run almost continuously since 1931 and now forms part of the

AUTOMOBILE CLUB At the forefront in Northern Ireland since 1925

FIA European Rally Championship. UAC transferred its road closure order from the TT to the COI in 1962, introducing closedroad rallying to the island and showing the rest of Britain what is possible.

“It’s our jewel in the crown,” says Hughes of the COI. “It shows what closed-road motor sport can do, not just for the sport but for communities. This year we ran a special spectator stage in the centre of Newtownards, which used to form part of the Ards TT circuit in the ’20s. The town was absolutely packed out and it was estimated there were 40-50,000 spectators.

The Circuit of Ireland is our jewel in the crown.

It shows what closed-road motor sport can do, not just for the sport but for communities

ounded 1925 F Membership 280 Website www.ulster automobileclub.com

The town council debriefed afterwards and they reckoned that single Friday night was worth over £1 million to the town.”

Another cornerstone of the club’s great history is Craigantlet, the second oldest hillclimb in the UK after Shelsley Walsh.

“We celebrated the centenary of Craigantlet last year,” says Hughes. “Originally motor sport at the venue was organised by the Society of Motor Manufacturers and Traders. Today, under our control, it continues to host successful rounds of the Northern Ireland and MSA British Hillclimb Championships.”

Despite its headline-grabbing flagship events, Hughes says UAC is very much aimed at the clubman, with an emphasis on recruitment. To that end the club is working closely with Jonathan MacDonald, Go Motorsport’s regional development officer in the region, to organise Go Motorsport Live! – Northern Ireland within the Festival of Speed Northern Ireland at The Maze on August 30-31.

“We recognise the importance of trying to introduce not only competitors but also new volunteers and officials to the sport, so I see that very much as the key purpose of the club going forward,” says Hughes. “We want to develop grassroots motor sport and get people involved in all aspects of it – but that’s always been the case. Development has been our ethos since 1925.”

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opinion

TAKING THE HELM OF WALES RALLY GB

Expectations for 2014 event are high – and quite right too, says Ben Taylor, MD of International Motor Sports

Chirk without tickets it causes a whole load of travel misery for many – I know, I was one of them. Little did I know, when I took myself off the following day to car park duties at Kinmel what invaluable experience it would be for this new job. As a result, both RallyFests will be all-ticket affairs this year, so if you want to come to these spectacular family-friendly stages you will need to book your tickets in advance; there will be no sales on the day.

I consider it a real privilege to have been given the responsibility for this great event, but I am also conscious that the event is far bigger and more important than any one individual. We only have it in trust for the future, so that the rich history, the legendary status and the plethora of amazing names that have graced the wonderful Peall Trophy will live on.

With the support of everyone involved, I am sure that this new era will do it proud.

VOLKSWAGEN

As learning curves go, the last clubs and volunteers in putting the event on. two months have been pretty I have lost track of the number of people I steep. I have been to plenty of Wales Rally have met in the past 10 weeks on other GBs, but it is an entirely different events who have told me proudly what role proposition being responsible for the whole they perform on Wales Rally GB. It is thing! Thankfully I have inherited an humbling to witness their dedication and excellent organising team of dedicated a little daunting to understand the sheer people who have always delivered a scale of the event, but we are looking at first-class sporting event and who have all ways in which we can further register our the necessary experience to make sure that appreciation for the individuals and the this year’s event is one of the best ever. clubs that make it all happen.

And it will have to be.

We have also learned some valuable Last year’s rally, the first to be based lessons from last year, one of which is that entirely in North Wales, was a huge when more than 4,000 people pitch up at success. The stages were full (more than full in some cases) and there were people lining the roads again, hoping to catch a glimpse of world championship drivers rolling through their village. It’s certainly been a while since the ‘Car Park Full’ signs have been required, but it all helped to create a great atmosphere and everyone went away happy.

So now the challenge is to build on that success and I’m really confident that we can do that.

We’ve got a great new route that condenses the action into three days, we’ve got two night stages on Saturday evening and Mud and thunder: we’ve kept the RallyFest concept that VW ace Andreas Mikkelsen slides proved so popular at Chirk Castle and through a stage Kinmel. In addition, we have a fabulous in 2013. Above: new location for the Start Ceremony at move to North Wales has pulled Eirias Park in Colwyn Bay that will be back big crowds one of four opportunities, alongside the Service Park in Deeside, the Finish in Llandudno and the Remote Service in Newtown, to catch all the rally fever for free.

I believe that one of Wales Rally GB’s roles is to introduce a new generation to the excitement of stage rallying and the free-of-charge experiences have a great part to play in that. The most recent cohort of new fans cut their rally teeth on Colin and Richard doing battle more than 15 years ago, so we need to make sure that the next crop of youngsters have a reason to adorn their bedroom walls with posters of Elfyn’s and Kris’ World Rally Cars.

Another way in which we can support the sport is to recognise the amazing work of the

Autumn 2014 www.msauk.org 19

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talking heads

IS IT TIME THAT GRID GIRLS WERE SHOWN THE CHEQUERED FLAG?

WHAT DO YOU THINK?

JAKOB EBREY

Are grid girls an out-of-date, sexist concept? Or is it all just a bit of harmless fun? And should there be grid boys to line up alongside the girls?

Let us know what you think at msa@motorsport magazine.co.uk

YES Ricardo Divila Veteran designer

I wouldn’t call myself a card-carrying feminist, and I’m all for people earning a living by any means possible, but a lot of the perception of women in society depends on how they’re portrayed. We have attractive women draped over cars because they attract customers, but I don’t think we need that in motor racing – there’s enough of a spectacle in the sport itself.

We need more women drivers and engineers in motor sport. I’m not sure that having grid girls discourages that, but as more women come into the workforce it’ll start to go away.

Britain is still quite prudish, but we still have Page 3 and a huge lad culture, so it’s society that needs to change.

Sometimes it’s difficult to move beyond racing’s macho environment. Encouraging that kind of atmosphere among the spectators doesn’t help and I feel bad for the women who attend the races.

If you have to have someone holding a sign on the grid, mix the sexes; it’s the 21st century and we’re slowly getting more civilised. We should be treating women better and giving them opportunities that aren’t based on how they look.

NO Gemma Newman BTCC grid girl

A lot of people think that grid girls are anti-feminist or say, ‘oh, you just put the lycra on, smile and wear a lot of fake tan’, but we’ve all got brains. We’re doing it to support ourselves. For me, it’s quite an empowering job.

During the week I’m at university and the money I make on race weekends helps fund my degree. I’m studying nursing, which is a pretty

full-on, emotional, physical job.

So at the weekend it’s nice to de-stress. You get that buzz once you’ve been to a race as well; you just want to go back.

Overall, I’ve had really positive experiences. It’s our job to interact with the fans and we’re there for the pitlane walkabout and autograph sessions, so we’re talking to people a lot. You can’t please everybody but most of them are really friendly and you can have a laugh.

I’ve been doing it for eight years and you have to like it as there’s a lot of travelling involved. We do it because we’re fans – you have to be to stick it out. If people think it’s hurting women then why not get some male eye candy on the grid as well? We’re all there to do a job.

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01/08/2014 10:54

Wales Rally GB

Meeke & Evans

Head-to-head on Wales Rally GB Homegrown rally heroes Kris Meeke and Elfyn Evans are champing at the bit to take on Wales Rally GB. David Evans gets them together to find out what Britain’s WRC round means to them

Eleven years is a long time. But for British rally fans, it’s felt like a lifetime.

The wait is over. Wales Rally GB is coming and, for the first time since 2003, there are two homegrown drivers fighting at the front in factory cars. Citroën’s Kris Meeke and M-Sport driver Elfyn Evans know and love their home round of the World Rally Championship, and they’re up for a chat about fog, fireworks and a good night out in Machynlleth. Just don’t mention William Woollard…

Kris Meeke (left) and Elfyn Evans carry British hopes going into Wales Rally GB

What are your first memories of Rally GB? Elfyn Evans: Mine would have been Colin [McRae] at about 90 degrees to the road coming through a stage with me standing on a bank in the forest. I can’t remember which stage, but I can remember the car was at 90 degrees coming into the corner.

Kris Meeke: Watching it on television, I remember [Henri] Toivonen in the big Delta S4 going through what would have been Hamsterley or something like that with Steve Rider talking about the event. The first time I saw it live was 1997.

EE: That’s quite late…

KM: Aye, it was. Rallying back home was still really big then and we were all caught up in that; Dad was running Bertie Fisher, the McHales, [Andrew] Nesbitt and Frank

Meagher. We were busy with that and Rally GB was another thing. But once the World Rally Cars came, it was like it went to another level, and that was something special. And, like you, it was Colin that got me – he was just sensational.

Obviously both your fathers are involved in the sport, so what will they be doing on Wales Rally GB? KM: I don’t know if my Dad’ll come or not. He doesn’t usually come to events. He says: ‘All I’m going to do is stand beside a computer screen and watch the split times. I can do that at home and do something else if I want…’

Maybe he might come to this one.

EE: I haven’t a clue. He might be competing!

KM: We might have some more competition… How special is Wales Rally GB for you, Elfyn?

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EE: It’s really close to home and that makes it special. Having stages that are five minutes away from the front door of the house is pretty cool. Sometimes it’s quite surreal to know that the World Rally Championship is coming so close to the places where I grew up and live now.

KM: It’s not quite as close for me, but it’s as near as a home rally gets bar a Circuit of Ireland happening in the WRC, and soon I hope! But yes, Rally GB was my first-ever round of the World Rally Championship in 2002; I did it in a Puma and it’s always special for that reason.

EE: I think Colin and Richard [Burns] made it special as well.

KM: I remember there was a great atmosphere about the rally when those two were at it. It was mega. The rally as we know it now was built on what those boys did when they were at the top of their game – they were out front by miles and that doesn’t happen any more.

Can Kris win Wales Rally GB this year?

EE: [pause, laughs] I don’t see why not.

KM: You’re just being polite!

EE: We’ve seen already that he’s got the speed, maybe we should ask him: can you win it?

KM: I love the rally, but there’s no such thing as a home advantage any more.

EE: That’s very true, it’s not like you know those stages better than any others in the world championship...

KM: I’ve done it once in the last eight years,

022-028 Meeke&Evans GR DS.indd 3

so to say I know it as well as the likes of [Sébastien] Ogier or Jari-Matti [Latvala]... I’d say I don’t. There’s still a gap in terms of experience. What we do get is the sixth sense for a rally that we’ve grown up on. You’ll know this as well, we understand the roads and we know what it’s like when you go into these forests when it’s raining and murky, dark – we know what it can do to the grip. It’s like going to race [Dani] Sordo in Spain – he grew up on that motorway-smooth Tarmac and we only get one chance a year to learn how to beat him.

Kris, where will Elfyn finish?

KM: You’ve a very realistic chance of knocking on the door for a podium.

We understand the roads and we know what it’s like when you go into these forests when it’s raining and murky

You’ve already had a fourth place and the next stop is a podium finish. Why not in GB? Set the target, it’s the last rally of the year and the confidence will be coming for your home rally.

EE: I hope so. We’ve been building all through this year, working hard at everything in an effort to keep improving and I hope that we’re going to be in a position to live a little and go for it when we get to GB. You have been on the leash a little bit this year...

EE: [pause] Yeah.

KM: He’s thinking there: ‘How do I say this without annoying Malcolm [Wilson, M-Sport team principal]!’

EE: I am very conscious that this has been a learning year for me, it’s been really important that we get the mileage done, we get the events under out belt and we get the experience. This sport is so much about experience. But, at the same time, I’m also very aware that at some point you have to put that to one side and drive fast. That’s not an easy balance to strike because if you push hard and drive fast, and then make a mistake, then that brings more pressure to finish the coming events. I’ve been able to build some momentum and that’s helped bring confidence.

Obviously you know the area forWales Rally GB well, but what about you, Kris?

Ever been to Elfyn’s house?

KM: I’ve been to Machynlleth a good few

01/08/2014 10:55

Wales Rally GB WALES RALLY GB: ALL YOU NEED TO KNOW n Wales Rally GB is the final round of in Newtown on Friday lunchtime, the FIA World Rally Championship.

and the finish in Llandudno on Sunday.

n For the second successive year the

n The rally comprises 23 competitive

event is based in Deeside, Flintshire, where the cars will be serviced. n Advance ticket prices remain the same this year: £99 for an event-long World Rally Pass and £33 for a forest day pass for Friday or Saturday (£25 for Sunday). The day pass excludes the two spectator stages at Chirk Castle and Kinmel Park, priced at £25 each and only available in advance this year. On-the-day tickets cost £20 per stage on Friday and Saturday, and £25 on Sunday.

Children aged eight and under go free, while those aged nine-15 can see all the stages for just £1. For more details or to buy tickets, visit www.walesrallygb.com n There are plenty of opportunities to enjoy some action for free: the Deeside service park, the start at Eirias Stadium in Colwyn Bay on Thursday evening, remote service

Special Stages totalling 192 miles. n The action kicks off on Friday with a

long day in mid-Wales featuring double runs through Gartheiniog, Dyfi, Hafren Sweet Lamb and Maesnant. n Saturday includes two stages in the Clocaenog forest, plus the Chirk Castle RallyFest stage and two night stages: Aberhirnant and Dyfnant. n The rally concludes on Sunday with a RallyFest Stage at Kinmel Park and two new stages in north Wales: Alwen and Brenig. The final run through Brenig is the event’s Power Stage, for which extra points are awarded. n As well as concluding the WRC, Wales Rally GB is set to be the climax of the domestic rallying season. The three day Wales Rally GB National features one run through every stage of the international event, with an entry fee of just £900. For more information visit www.walesrallygb.com/competitors

Meeke has been on the podium in his first full year as a works Citroën WRC driver

022-028 Meeke&Evans GR DS.indd 4

RED BULL

times and stayed there when I did the Top Gear shoot a few years ago. We stayed in a hotel down there, it was a real nice wee place, can’t remember the name, but it was good. And I know where your Dad’s garage is but you haven’t invited me for a cup of tea yet.

If he came for a night out, where would you go?

KM: Where’s it all kicking off?

EE: You’d have to go pretty far really if you wanted to see it all kicking off!

KM: What are we talking here?

EE: Wrexham, Chester…

KM: That’s a fair way.

EE: I’ve never really known anything else, so it kind of suits me.

KM: I can understand that now. I’m quite happy to sit in the corner of an old pub now, just for a wee sip.

A few sips?

KM: Aye. I do like a Guinness now and again.

Back to the rally, what about the weather?

EE: That can make Wales Rally GB one of the toughest events…

KM: The year I did it in the Mini [2011], the one thing which annoyed me was that one of the stages ran at around four o’clock, so the top three cars got through in daylight, but then we got the mist and fog and the dusk.

That could make a real big difference in the times. But the organisers have done a good job this year and it looks like everybody will be starting the stage under the same conditions.

05/08/2014 12:48

Wales Rally GB

I came to a clear area without any fog, so I went like hell and crashed. I got away with it thankfully spectating] a few years ago.

EE: I remember watching years and years ago there when the cars came through in the dark with all the fireworks and thousands and thousands of people – that atmosphere’s not really there these days.

KM: Give it a year or two… Just wait until you and I are going head-to-head, the atmosphere’ll be there then! That would certainly bring the fireworks back, anyway.

There are inevitable comparisons drawn between you and Elfyn and Colin and Richard. Are they a bit premature?

KM: I’ve always said you need at least two years in the championship, to go to an event then go back and confirm what you learned.

We need to get settled in the championship.

I’m 34 but I feel as young as Elfyn because I’ve been going to rallies for the first time this year – you’re only as old as your experience.

EE: The reality is that we are different drivers in a different era. The sport’s changed a lot and the cars have really changed a lot.

There’s a specific style of driving now that works and which is the quickest way through the corner. When Colin and Richard were driving, you could drive more like Colin…

KM: You could overdrive the car if you were confident in the conditions.

EE: That’s the difference. You mentioned the home advantage thing earlier and this is part of that now – these cars will only go so fast around the corners. It’s about being more perfect than the next one.

Robert Reid always reckoned the road was just a means of getting from ditch to ditch on Wales Rally GB. Have those days gone then?

KM: When Colin would have come down to a five, maybe a six right, he would have just come down flat in sixth and, 100 metres back from the corner, thrown the car at it and know he would get around because he knew the conditions. The cars won’t do that any more.

We come up, turn in and follow the line.

Finishing the analogy to Colin and Richard, who would be who? [pause] KM: [laughs] I think that’s fairly obvious!

EE: I would say so…

KM: I don’t think anybody would argue with that answer.

EE: In the end they were both world champions.

Evans has impressed in his maiden season in the WRC’s top flight with the M-Sport team

RED BULL

EE: The fog can make it really difficult.

KM: Some people say they like the fog; nobody likes the fog, it’s just not nice.

EE: I made a big mistake on that same event in 2011. We got into the fog and I was convinced that everybody was taking stacks of time out of me and I came to a clear area without any fog, so I went like hell and crashed. I managed to get away with it thankfully, but it’s that feeling when you’re sat in third gear when you know you should be in sixth – you have to remember it’s the same for everybody, the others aren’t taking a whole load of time out of you.

KM: Sometimes you can get the feeling, get the buzz. We had one of those in 2011: the fog came down but I remembered from the first pass where we were on the road, I remembered the ruts, it came back to me and we took a minute and a half from the guys like [Evgeny] Novikov around us.

EE: It’s a confidence thing. Confidence and keeping calm.

KM: The fog’s not good for the spectators, either. That can’t be much fun watching in there when it comes down.

EE: Where would you go and spectate?

KM: To be honest, there’s so much of it that’s so good. The organisers have done a fantastic job in preparing big, big areas now for people to stand in and watch. But we’ll go for miles through Hafren, which is absolutely beautiful – lovely cambers, lovely roads – but it’s just not possible to walk to.

EE: There are plenty of good places, it’s definitely a good event for spectators.

KM: You’d have said Sweet Lamb [for

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Untitled-3 1

11/08/2014 16:49

Wales Rally GB Do you remember William Woollard?

EE: William?

KM: No. That’s disappointing. He presented Top Gear’s Rally Report. Kris, did you ever own a ‘Go Gwyndaf Go’ banner?

KM: I didn’t. But I did have a Gwyndaf sticker on the headboard of my bed when I was young. It was from one of the years he did Rally GB in the [SEAT] Cordoba WRC. EE: I haven’t got a banner, either.

Really?

EE: No, there are probably a load more of those stickers stashed away somewhere.

I do remember having quite a few rear window stickers.

KM: My headboard was plastered with rally stickers. Did you do that?

EE: Not so much…

Maybe we should get off headboards.

KM: What did you think of last year’s event in terms of the move north?

EE: I thought it was a massive step forward in terms of the PR for the event.

KM: I think it’s a mega location where it is right now. When you look at what the organisers achieved last year, it would be a very brave call to pick it all up and go to somewhere like Newcastle. Having said that, I wouldn’t mind a bit of rotation and maybe getting into some of the roads in Kielder and places like that.

EE: I quite like it where it is! I think it’s the best it’s been for years now.

KM: What about the route specifically for this year?

EE: It’s very, very good again. It’s nice to see the first day being a real challenge in the mid-Wales stages. Having the likes of

Above: the new McRae and Burns?

Right: Evans gets a shower in Argentina, and Meeke gets on the wrong side of Rally Australia in 2013

Hafren, Dyfi and Gartheiniog is going back to how it was traditionally – historically those stages were grouped together. Okay, we don’t go into Myherin this year, and that was a nice stage. Not my favourite, but it was very good.

Why not your favourite?

EE: [The road] could sometimes get a little bit soft in there.

KM: Which is your favourite?

EE: I’d have to say Gartheiniog. I don’t know why, but I just like it and I always seem to go pretty well in there.

How much of a challenge is this rally? You know, when we look back at some of the five-day events, is this not a bit of an easy rally by comparison?

KM: It’s different. It’s a different era. It’s an easy itinerary, but we’re battling tooth and nail for tenths of a second over 30 miles, whereas back then if you were five minutes behind after day one, it still wasn’t a problem.

EE: I don’t think it’s easier or more difficult now or then; like you say, it’s different. Look at the attention to detail we go into now with things like watching the onboards every time we’ve finished a loop of stages. For me, the format we’ve got is really intense and it works for what we’re doing now.

Are you excited about this one, boys?

EE: Yeah, I am. As it gets closer, you start to think more and more about it. Obviously you only focus on one event at a time, but as Wales Rally GB gets closer it’s impossible not to get excited.

KM: Definitely. The chance to drive these cars on those roads is incredible. Like we said at the start, it’s special.

EDUCATION HAS A PLACE AT WALES RALLY GB After the success of last year’s inaugural STEM Industry Awareness Days, the Welsh Government is again running the initiative in the Wales Rally GB Service Park at Deeside.

The event, organised by the government, encourages students to continue with their studies in science, technology, engineering and maths (hence STEM), and it has lined up around 30 exhibitors to provide interactive activities for visitors.

Go Motorsport is supporting the initiative by coordinating a number of motor sport-based STEM activities including a team challenge wheelchanging competition.

Greenpower will call on students to test their aerodynamics skills by getting them to model vehicles out of clay and put them through their paces in a windtunnel.

And there are a number of other motor sportbased activities during the two-day event.

Go Motorsport is also supporting the presentation stage, where Howard Davis (North Wales RDO) will make a 20-minute presentation on the ‘Importance of the Media in Motor Sport’, and Greenpower will run a slot on ‘Improving Young Lives through Motor Sport Engineering’.

Around 850 students are expected to visit the event and on Saturday it will be replaced by a selection of historic Toyota WRC cars.

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11/08/2014 11:47 17/03/2014 15:55

Becoming a serial winner in karting isn’t a guarantee of success in car racing, and some say it isn’t even necessary. Marcus Simmons investigates Karting is a fascinating, super-competitive sport, of which every driver on the current Formula 1 grid is a graduate. From that alone, you can deduce that is has a very high value in training future stars – not only for F1, but any other professional branch of the sport.

But do you need to be a superstar of karting in order to make a successful transition to cars? The intermediate rungs of the ladder – from Formula Renault 2.0 via Formula 3/GP3 and on into GP2 or Formula Renault 3.5 – feature numerous drivers with average karting records who are winning races and championships, and a smattering of those who won World, European or national kart titles but who have taken longer to adapt to single-seaters. Equally, motor sport is full of multiple champions who came to the sport late after little or no karting: Sébastien Loeb was a champion gymnast, Alex Wurx was a champion BMX racer, and Colin McRae was a motocross rider. They all fared pretty well.

From this, you could deduce that while karting has value in teaching basic skills, it’s not the most reliable barometer of who’s got what it takes when they move into cars.

“Karting is important,” asserts MSA Academy member Jordan King, reigning British Formula 3 champion. “You learn how to drive, how to work with people, and giving feedback at such a young age is a benefit.

“When you’re in karting, people in the karting industry are trying to keep you there, which is understandable. But there’s no need to chase the dream of being World Karting Champion.”

King believes that his wide sporting background has given him a perspective that can only help in his racing career. “I consider myself very lucky that I fell into motor sport later in life, and solely as a hobby to start with,” he says. “For two or three years I missed races to play football, rugby and do

Too much, athletics. There’s so much cognitive learning in those sports. In motor sport you’re not training different parts of your body, but if you have fluidity of movement you can correct sudden oversteer. Every sport has a correlation to awareness of space and mobility, so that can help avoid shunts.

“You’ve got to look at your end goal, and train yourself to get to it. In F1 you’ll get 12 days a year to practise your skills outside a race weekend, so what’s the point in doing six days before each karting weekend?”

King’s fellow MSA Academy member, 2013

Formula Renault Northern European Cup champion Matt Parry, had a stellar record in national karting. “Yes, you learn basic racecraft in karts,” he says, “but there are so many different skill sets you need in cars.

“People are spending Formula Renault budgets in karting, and as soon as you get out of karting nobody cares what you’ve done. I used to keep referring back to it when I moved into Formula Ford, and my engineer would tell me it had no relevance.

“I’m happy to say this, but if I had my time again I’d jump straight into car racing

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myth busting

too young? as early as possible, because that’s the experience you need. You need to be feeling downforce, power and weight transfer.

Karting teaches you how to win titles and consistency, but it’s not the be-all and end-all – in fact, winning championships put me at a disadvantage in single-seaters

CHRIS WALKER (KARTPIX.NET)

experience of leading races and winning titles,” he says. “We spent about a tenth of what people do on national stuff.

“The budgets are crazy – you spend £5000 on a motorcycle engine to find a F3 champion Jordan King says other couple of tenths! – and a lot of mums sports besides and dads and kids get sucked into it.

World Karting helped I used to work on my own kart and him prepare for a career in racing that way you get basic mechanical knowledge. If everything’s done for you, you never quite understand it – you just expect things to be perfect all the time.

“At club level you learn practical racecraft – overtaking, defending – which transfers well to cars. In national, people just bump into you and fire you off. A national driver may be faster at that level, but a club driver will adapt better when they move on – and they have more spare cash for cars!”

So we have three very different angles to bust the same myth, and MSA Performance Director Robert Reid has more.

“The problem is the amount of people that say you must win in karting to stand any chance of doing anything later on,” he states. “It just doesn’t stack up. Research in all sports would suggest that junior champions don’t necessarily become senior champions.

“Early specialisation and burnout is one thing. Also in karting there’s a huge opportunity to practise, buy the best equipment and the most practice time, but you’re just practising skills you’ll use tomorrow. On the other hand, talent development is about gaining the skills and resilience you’ll need in five or 10 years’ time.”

Reid also warns against judging drivers at such a turbulent age: “Most of the kids are still maturing. There are so many changes going on – growing, being moody and so on.

“Some mature early, some late, both physically and mentally. You have to look at their training age – by the time they get to 16, someone who has been karting since they were eight has a higher training age than one who starts at 14. This is where the concept of performance versus potential comes in: they may be at a similar level, but the one with the lower training age may carry more potential.”

What these guys are saying is that, if you don’t have the budget or time to compete because it led to so much expectation.” with the big guns in karting, then don’t be Another MSA Academy member, reigning put off targeting a career in motor sport – Protyre Formula Renault champion Chris you’ll still learn strong basic skills at club Middlehurst, spent his early years mostly in level karting to transfer to car racing. club and regional karting, and took his first “Karting is a great place to start but it car-racing steps in local Formula Ford 1600. should be about fun and skill acquisition, “OK, it wasn’t at the top level, but it gave me not budgets and professionalism,” says Reid. “And absolutely don’t give up your other sporting activities because they will equip you with the ability you’ll need to become a top sports person – whichever sport that is.”

People are spending Formula Renault budgets in karting. I used to refer back to it when I moved into Formula Ford; my engineer said it had no relevance

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Homologation

How to play by

Bentley’s race-winning Continental GT3 faced scrutiny from the MSA’s regulators before How do you turn a big, heavy road car into a race winner?

Bentley Motorsport knows the answer to that question – and so do the MSA technicians who sign off racing cars as legal to compete.

Almost two years ago Bentley revealed its plans to return to motor racing a decade after winning Le Mans with the Speed 8 in 2003.

This time, however, it would not be going to Le Mans, the company deciding instead to contest the Blancpain Endurance Series with the Bentley Continental GT3.

Before a car goes racing it must be homologated, a strict process by which it is deemed to comply with all the complex rules that apply to 21st century motorsport. Bentley Motorsport’s competition target was the end-of-season event at Abu Dhabi last December, a chance to evaluate the Continental GT3 before contesting a full year of racing. First it would have to go through the national homologation process with the MSA, which then works closely with the FIA on the international process.

John Ryan, MSA technical executive, is responsible for the safe and successful homologation of a new car such as the Continental GT3. He outlines the part played by the MSA in the process.

“The MSA is a member of the FIA and we work closely together when it comes to international homologation,” he explains.

“With the Bentley we first went through the process of a national homologation so the car could do the non-championship race in Abu Dhabi [last December]. In the beginning there

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the rules

it could be cleared to compete. Rob Widdows guides us through the process was some concern from both the MSA and FIA that the car would be too big and powerful in its original guise. We were astonished by how much weight – we’re talking hundreds of kilos – they managed to take out of the car, and that was a substantial engineering job.

“We had to complete the national homologation very close to the car’s first outing and we agreed to develop a national homologation system, which we’d never done before with GT cars. We followed criteria set down by the FIA, but we would not get

involved in practical tests such as the balance-of-power regulations, and we de-restricted the time restraints in which things could be submitted to us as part of the process so that the manufacturer had time to work within the FIA homologation calendar, which is tightly controlled by quarterly meetings to consider new applications. We also gave the national homologation a limited lifespan so it would expire as soon as the FIA homologation happened, with the two processes taking place side by side.”

Ryan says the MSA doesn’t need the FIA’s approval for the initial paperwork, but does need its blessing when it comes to ensuring the GT guidelines are followed correctly from the start. “Once the national process is complete, the FIA could look more closely with [car builder] M-Sport at things such as wings, aerodynamic downforce and boost pressure, which are laid down by the SRO Motorsports Group that regulates the Blancpain series,” he adds. “On our side we used John Crook, who is an FIA technical Autumn 2014 www.msauk.org 33

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Homologation

On the safety side Bentley proved the car was more than appropriate. The chassis was stiffer than most other GT cars delegate for GT cars, for the car inspections and Mike Harris, who was previously the World Rally Car technical delegate for the FIA. “Safety is an important aspect and with GT cars there is no physical crash test like in F1, for example, as a manufacturer does already have type approval. GT drivers use the Head and Neck Safety (HANS) device because it’s effectively a motor sport airbag in the event of any impact that might not be fully absorbed by the car. On the safety side Bentley Above: Bentley boys proved the car was more than lead in the Blancpain appropriate. The chassis was stiffer series. Right: drivers all use HANS devices than most, if not all, the other GT cars.”

Brian Gush, Bentley Motorsport director, runs the GT3 programme in partnership with Malcolm Wilson’s M-Sport team. He explains how Bentley and M-Sport worked with the MSA and FIA to complete the basis by which any protests may be lodged by Continental GT’s homologation process. the competition.

“The purpose is to get the car to conform to “All the components and the configuration a set of regulations,” he explains. “Once are logged in a set format and this assumes you’ve proved it conforms with a certain that you will not change anything during the set-up and with certain components in a course of a season. At the start you must certain configuration, then those are frozen, declare the configuration of the car and that and that’s the homologation. The MSA needs to meet the GT3 guidelines. They are represents the FIA in the UK so we worked guidelines rather than rules because GT3 has with them ahead of the Abu Dhabi race. By its such a diverse field of cars – front engines, very nature the process is bureaucratic, but it rear engines, mid engines and so on. does not need to be tortuous, and once the “Once the MSA agrees that you have homologation document exists it forms the complied with those guidelines, they ask you

exactly what you have done to the car to achieve the specification you’ve submitted for homologation. They need to know what components you’ve used, how they’ve been put together, what tolerance you’ve used and what materials. The configuration is then documented photographically, in some detail, and then all this is measured to confirm the information is accurate. These specification sheets form a document that is used to describe the car so that – if there are any protests or anyone suspects you’re doing better than you should be – they can

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Homologation always come back to the homologation document to check how accurately you’ve followed what you said you would do.”

Gush says Bentley showed its GT3 concept to the MSA before starting the homologation process so that it knew it was working along the right lines and within the spirit of the guidelines. “Then we submitted a comprehensive document with photographic evidence and specifications of the car. They come to look at the car, they want it stripped and they delve into it as much as they want to.

The homologation process can be frustrating, but if you do your homework it should be a straightforward exercise

“With the Continental we’d lowered the engine, moved it rearwards and taken out a huge amount of weight, including the four-wheel-drive system and the luxuries of the road car, but you’re not allowed to use materials such as titanium. So you show the MSA the components they want to see in the way they want to see them, and the report runs to about 180 pages. Our man Alastair MacQueen was assigned to photographing the car at various stages of the build and it’s a lengthy process getting to the final document. It can be frustrating – if they want some photos done again with a different background, for example – but if you do your homework it should be a fairly straightforward exercise.

“We sell customer cars, so the customer teams need to rely on the homologation being absolutely precise.”

The hard work has paid off, with the Continental GT3 winning the Blancpain rounds at Silverstone and Paul Ricard so far.

The process had to be painstaking to make the car race-legal, but it was clearly worth it.

LEARNING FROM A ‘BENTLEY BOY’ Bentley GT3 driver Andy Meyrick is one of a small team of performance managers within the MSA Academy talent development pathway, coaching and nurturing young British racers in MSA programmes designed to bring drivers to the fore.

The new ‘Bentley Boy’ works one on one with drivers on bespoke programmes to improve their overall performance and increase their potential. “I’m one of three performance managers and my connections with the MSA go back to 2008 when I was in the British Race Elite programme, which evolved into Team UK,” he says. “The MSA has started to look in more detail at the way we coach young drivers. They have structured and formalised it so that there is proper, professional bespoke training.

“I work alongside Tom Onslow-Cole and James Wozencroft, and we oversee the programme and bring in specialist coaches to meet the needs of individual young drivers.

“It’s clear that we have got some extremely talented drivers, but it’s easy for them to miss opportunities because of lack of budget, and it can be difficult to assess who’s really good and who’s not.

We work closely with top-level coaches from other sports such as tennis, basketball and rugby, and the MSA is putting us all through a postgraduate programme in elite coaching practice at the Institute of Coaching and Performance. There’s a lot of pressure on young drivers to succeed because the window of opportunity for them to demonstrate their talent is so small, but we are learning a lot by working with coaches from other sports.

“This is the first scheme that really delves into the detail of how we can create tailor-made coaching programmes for each individual driver,” adds Meyrick. “The results are there to see if we look at the progress of Alex Lynn, Matt Parry and Elfyn Evans – all drivers who are products of the MSA Academy’s Team UK programme. This is not some PR exercise, it’s a real effort to get our young talent further up the ladder.”

When he’s not racing the #7 Bentley, Andy Meyrick (right) is helping to bring on young British talent through his MSA work

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20/02/2014 10/02/2014 09:43 14:05 09/05/2014 11:56

setting an example

Fast-track to road safety Motor sport and responsible driving on the public highway may at first seem unlikely bedfellows, but racing has a significant role to play in promoting important messages It is often said that when pulling up a speeding motorist the average British police officer used to jibe, “Who do you think you are, Stirling Moss?”

Even Moss himself claimed to have been asked this rhetorical question by an unsuspecting ‘bobby’. The insinuation is that the stars of the track are the over-confident hooligans of the road, yet the MSA believes that the opposite should be true – that our motor sport talent can and should be highway ambassadors.

Motor sport is never going to be able to join the ranks of mainstream sports by claiming to save the NHS billions of pounds, but it does have the opportunity to play a positive role in society. The platform offered by motor sport can help the sport to engage a difficult-toreach target audience with messaging about staying safe on the roads.

This philosophy has most recently been tested in an FIA Institute-funded pilot scheme run by the MSA to help young competition drivers understand the key principles of safe driving. The pilot ran at Silverstone’s Mercedes-Benz World, where a group of MSA Academy drivers joined a trio of Go Motorsport Regional Development Officers (RDOs). To run the pilot, the governing body engaged the services of Elite Sports Performance’s Brian Cameron and

Norbert Filippits of Testing Training International.

Brian and Norbert are both key in the delivery of the Young Driver Excellence Academy – a global FIA Institute training initiative focussed on equipping young drivers from around the world with the skills and attitudes to win on the track, yet be true road safety ambassadors on the road.

The day began with a series of interactive seminars focusing on road safety philosophy and the correlations – both positive and negative – between motor sport and road safety. Cameron elaborates: “It is important to ground the day with an awareness of the principles of safe driving and the consequences of not getting it right. We’re facing increases in urban accidents and those involving cyclists in the UK and the statistics tell a bleak story. The method we use is graphic but sets the tone of the day.”

Filippits adds: “We don’t just need a skilled

We’re facing increases in urban accidents and those involving cyclists in the UK – the statistics tell a bleak story

driver on the road, we need drivers with the right attitude and behaviours towards themselves and towards others. Motor sport drivers can be the perfect role models and ambassadors for getting the message across to young people.”

The cohort then headed outside to find a pair of Mercedes A-Class cars glinting in the Silverstone sun, ready for practical demonstrations based on stopping distances, distance keeping and seating position. “We start with making the driver safe, then their passengers,” says Filippits. “It’s amazing how many people don’t get simple things like seat and safety belt position right. We then turn to the actual road driving with a couple of braking exercises that surprise even the best race drivers.”

As North Wales RDO Howard Davies says, these are very basic elements of road safety, yet it is vital that they are instilled at an early age and reiterated thereafter, as it is easy to become complacent after years behind the wheel.

“I’ve been driving for 30-plus years and after that length of time it’s possible for standards to slip,” says the former British Rally Champion co-driver. “This course has really opened my eyes and brought back to me a few things that I haven’t thought about in a very long time. It was also really engaging

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for the youngsters, which is vitally important because their road behaviours are still being shaped and we need to make sure that they are pointed firmly in the right direction. If we can do that successfully, then not only will they be safer road users, they will also become great ambassadors for road safety.”

These are all sentiments to which 20-year-old Formula Renault racer Matt Parry, the latest McLaren Autosport BRDC Award

winner, attests. “It’s great that the MSA is trying to change young race drivers’ attitudes towards road safety,” he says. “There’s a perception that we can be quite bad on the roads, and unfortunately sometimes that’s true in situations where we’re egged on or when we’re 17 years old and trying to show off to our mates, but there’s a time and a place for that sort of driving and it isn’t on public roads.

“As well as showing us where we may be

going wrong and what we should be doing better, the course taught us how to advocate road safety and also highlighted that it’s a corporate social responsibility topic that potential sponsors might be keen on.

I’ll be pleased to see the MSA roll this out more widely across the sport to help make roads safer for everyone.”

Overseeing events was Robert Reid, MSA Performance Director and 2001 World Rally Champion co-driver, who spent years alternating between maximum-attack mode on special stages and observing appropriate decorum on adjoining road sections. He offers the final say: “Motor sport has a positive role to play in road safety, particularly when it comes to changing attitudes and behaviours. This pilot is a really positive step for the MSA and is something that could potentially be rolled out across the sport. All the drivers are leaving with a new understanding of this important subject and their potential to make a difference as role models in the sport.”

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the VSCC at 80

Young at heart ALL IMAGES PETER McFADYEN

The Vintage Sports-Car Club might be 80 this year, but it remains as vibrant and forward-looking as it’s ever been, says Paul Lawrence

The picturesque hillclimb at Prescott is a VSCC summer favourite. This is Nick Topliss in ERA R4A in 2013

A motor club with over 7000 members and a truly diverse programme of up to 40 motor sport events each year is an impressive organisation. The fact that its participating cars are generally at least 70 years old makes the enduring appeal of the Vintage Sports-Car Club all the more remarkable in this, its 80th anniversary year.

First formed in 1934 in a bid to offer vintage motoring to other than the very rich, the VSCC is a bastion for those who like to use old cars. With active cars that are a century old and more, some organisations would focus on showing, shining and preserving, but that has never been the VSCC ethos. Cars were made to be used, and they surely are in the club’s annual competition programme that has more depth and variety than just about any other UK or even worldwide motor club.

Although the club’s initial cut-off date was 1929, 80 years on from its formation the VSCC is home to most pre-war cars. At some of its high-profile meetings, invitation races take in sports cars and single-seaters from the 1950s, but it is the pre-war motor car that remains at the heart of all the VSCC does.

Racing is at the head of the club’s

competition programme, with half a dozen events topped by the two-day Spring Start at Silverstone. That is only part of the story, however, for an annual calendar that takes in trials, hillclimbs, autotests, rallies and sprints. On most weekends of the year the club holds a competitive event of some sort; typically starting with the challenging Measham Rally on a January night and finishing with the Winter Driving Tests at Bicester in early December.

The story started in October 1934 with the formation of the Veteran Sports-Car Club, which was open to cars at least five years old. The name was quickly changed to avoid confusion with the Veteran Car Club and as early as January 1935 the club organised its first competitive event: a trial in the Chilterns. Speed events soon followed and the first, in August that year, was a sprint at the Howard Park Hotel at Aston Clinton near Aylesbury in Buckinghamshire.

Within a year, classes were added for veteran cars built before the outbreak of World War I in 1914. Today, that initiative remains very much alive with an annual race for Edwardian leviathans. The club’s cut-off date, the subject of much debate Autumn 2014 www.msauk.org 41

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the VSCC at 80

The VSCC is wonderful: it’s like a family and you’ve got such a choice of competition. There’s a big social side to it as well through the 1930s, remained at 1929 despite warnings from some members that membership would dwindle as the ageing cars simply disintegrated.

The first race meeting, a joint venture with the Bugatti Owners’ Club, was run at Donington Park in July 1937 and the first Prescott speed hillclimb came the following summer. In 1939, as dark clouds gathered over Europe, the first Welsh Trial and Rally was held. When war was declared in September, club membership stood at 300 following five successful years of competitive and social events.

As soon as the nation started to emerge from the ravages and privations of war, the VSCC was up and running again. Many cars had been mothballed for six long years, but most survived the hostilities more or less intact. A social meeting was held as early as September 1945 where a landmark decision was reached. Membership would be open to any car accepted by the committee and the more recent cars were identified as Post Vintage Thoroughbred or PVT for short.

The club was immediately at the forefront of the return of competition in peacetime Britain and one of the earliest post-war motor sport events was a VSCC trial held at Marlow

Above: Napier Bentley smokes Shelsley Walsh.

Below: VSCC remains a draw to crowds in every corner of the country

in February 1946. On Easter Monday the Elstree Speed Trials were held at the former airfield and, as one of the first major speed events since the summer of 1939, it drew a crowd estimated at 15,000.

A landmark for the 1947 season was one of the first post-war race meetings on the British mainland when the VSCC and the Cambridge University Automobile Club jointly organised an event at the disused aerodrome at Gransden Lodge, near Cambridge. This meeting aside, racing in 1947 was limited to

closed public road courses in Ulster, on the Isle of Man and Jersey.

Being at the forefront of motor sport’s return after World War II put the VSCC in a strong position and it became the club of choice for competition in cars built before the war. Into the ’50s, organisations like the British Racing Drivers’ Club and the British Automobile Club took prominence with a new generation of racing cars at tracks such as Silverstone, Aintree and Goodwood, but the VSCC’s place in pre-war competition was secure.

Today, the VSCC has maintained its founding principles while moving with the times. Racing remains at the heart of the competition programme, with a typical meeting including vintage racing cars, standard and modified sports cars, special sports cars, pre-’61 front-engined racing cars, several short handicap races and invited groups like ’50s sports cars and 500cc F3 cars.

The current programme covers race meetings at Silverstone, Cadwell Park, Pembrey, Donington Park and Snetterton.

Prominent among the racing fraternity is ERA expert Duncan Ricketts, who tackles most of the club’s racing calendar in his glorious 1938 ERA E-Type, a car first

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the VSCC at 80 raced at Brooklands by Raymond Mays.

Ricketts started racing over 20 years ago in a Riley and after a couple of seasons was invited to race ERA R1B on loan by Sally Marsh after the death of her husband Patrick.

“The VSCC is a wonderful organisation: it’s like a family, and there are a lot of youngsters coming on in racing as well,” says Ricketts.

“It’s a very friendly organisation and you’ve got such a choice of competition. Most of the ERAs still race with the club. There’s a big social side to it as well.”

A military career in bomb disposal was an unlikely precursor to more than a decade as club secretary and chief executive of VSCC Ltd for Mike Stripe, who expertly guided the club to its 80th birthday before taking a well-earned retirement. He puts some flesh on the numbers. “We have 7000 members with at least 13,000 cars. Around 1100 of them regularly compete and another 700 marshal or help organise events,” says Stripe.

Speed events continue to have a massive appeal and the club’s annual early August hillclimb weekend at Prescott remains one of the biggest of the year. Other events at Wiscombe Park, Loton Park, Shelsley Walsh and Harewood help to pack out the hillclimb season, while many competitors also contest sprints at Curborough, Brooklands, Pembrey and Goodwood.

Over the past decade, demand for trials has increased dramatically as owners pit their cars against muddy tracks in this most British form of competition. VSCC trials consistently enjoy full entries and regularly draw more than 100 competitors to headline events including the Herefordshire Trial in March, the Welsh Trial in October and the Lakeland Trial in November. Accessible, affordable and huge fun, trials are a prominent part of the annual calendar and

anniversary week. Autosolos are a relatively new form of the sport and comprise timed runs on a course that sits between driving tests and sprints in terms of length and style.

As part of its birthday celebration, the club even ran an event on the Santa Pod drag strip, called a straightline sprint.

Away from serious competition, the VSCC runs a range of tours for those who want to use their pre-war cars in the company of like-minded enthusiasts. It really is a club for all tastes and for those who simply want to talk old cars, around 650 pub meetings are run every year, covering all corners of the UK. “It’s the diversity that keeps the club alive,” says Stripe. “We’re not allied to any make or model and that gives people a reason to join the club. People often join the relevant one-make club for their car and also join the VSCC because they want to do more than the one-make clubs offer. The VSCC works very hard to ensure people get what they want out of the club.”

For an organisation with such a heritage, the VSCC has had to move with the times.

“We stay fresh by doing the same old thing, but doing it better and better,” says Stripe. “It has a traditional front but it is ultra-modern behind the scenes and we make a special effort to attract young members. Cars are handed down through families and in some cases cars now go to the grandchildren: dad has bought his own car because granddad has lived so long!” It is important to recognise that the average VSCC car is relatively easy to prepare and repair, with none of the advanced electronics associated with modern cars.

Cawley has been going to VSCC events since he was a child and competing for 17 years. He says that fettling old cars is a big part of the club’s appeal. “We know every nut and bolt on our daft old cars and if someone has a problem, everyone will muck in and help them fix it,” he says. “The VSCC is a club for people who want to get their hands dirty and there is a massive community spirit.”

When not trialling his Model A Ford, Cawley races his GN/Frazer-Nash special known as ‘Piglet’ and drives it with gusto.

In the wake of his decision to step down from his 13-year tenure at the helm, Stripe looks ahead. “The club is in good health and returns a sensible surplus on a turnover of well over a million pounds. The challenge for the next decade is maintaining the interest in pre-war cars. With every day that passes, there are more old cars and that means the interest in pre-war cars will only be maintained by those who are exposed to Silverstone’s Spring them. It is unlikely that we are going to Start kicks off the VSCC recruit someone born in the 1980s unless racing season. This is they are introduced to pre-war motoring.

Justin Maeers in a GN The challenge is to maintain the focus on activities for pre-war cars when there is so much choice within the sport.”

provide an easy way into VSCC competition for new members. The range of cars used is remarkable: from century-old Trojans to 1920s Vauxhalls and later Austin 7 Specials and Rileys, as well as some real rarities including pre-World War I Bugattis.

The trials scene is important to members like classic tyre supplier Dougal Cawley as it allows him to involve his family in the sport he loves. “I bought my wife a Model A Ford saloon so we could take the kids trialling,” he says of his three young sons. “The kids just muck in and they’ve got loads of mates there.

Sometimes on events we swap children as other people’s kids are usually more polite and better behaved than your own!”

Navigational rallies have always been a part of the VSCC competition mix and a series of daytime events run through the season.

The toughest of the lot, however, is the annual Measham Rally in January, which is an overnight event run in North Yorkshire and County Durham that regularly pits crews – many of them in open cars – against the worst of the winter weather.

Driving tests offer timed competition around cones and represent another ideal entry-level form of motor sport. VSCC driving tests date back to the very early days of the club, but to show that this is an organisation that also moves with the times an Autosolo was arranged as part of the club’s 80th

We have a traditional front but are ultra-modern behind the scenes and we make an effort to attract young members

44 www.msauk.org Autumn 2014

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13/08/2014 13:03

Paul Platt’s PVP kart The lowdown on a top-flight 250cc Superkart Paul Platt has been karting for more than 20 years and is one of Britain’s leading kart racers. He says nothing beats the adrenaline rush and thrill of racing on Britain’s major circuits in a 135mph projectile with a power-to-weight ratio that delivers incredible performance.

Warrington-based Platt has six karting titles to his name and is a three-time MSA British Superkart champion. He believes that the 250cc Superkarts are the ultimate racing machines. Platt runs under the Red Speed banner.

“There is a real buzz to racing at places like

Donington Park and Oulton Park,” he says. “We get up to about 135mph at Thruxton and you’re sitting 25mm off the ground. We average 118mph for the lap at Thruxton and over 100mph for the lap at Donington. The brakes are incredible and as soon as you hit 90mph the aerodynamics are key.”

With a lot of the technology based in single-seater racing, the Superkart is a state-of-the-art machine, yet it weighs around 130kg, less the driver. They sit in a tailored carbon-fibre seat and wear a custommade set of motorbike leathers as they rocket around about an inch above the track surface.

WHEELS AND TYRES

Platt’s superkart uses Hoosier slick tyres, which were newly permitted for 2014. The kart runs on six-inch rims, with slightly narrower front tyres at six inches compared to eight inches at the rear. The tyres are mounted on one-piece cast aluminium wheels produced by Ross Edwards in Australia. For the rain, six-inch Dunlop wets are preferred.

CHRIS WALKER (KARTPIX.NET)

AERODYNAMICS

A full-size rear wing and a fully adjustable front nose cone are standard: a 5mm adjustment either way can make a massive change to the kart’s handling. The set-up is said to be millimetre critical and the rear wing can be adjusted. Currently, Platt’s kart is running minimum rear wing and large end-plates, which connect down to the full-length sidepods.

CHASSIS

The tubular steel PVP chassis is made in Denmark specifically for Superkarts. The PVP business was founded by former racer Poul Peterson and has been building chassis for more than a decade. The kart’s wheelbase must be between 101 and 127cm.

46 www.msauk.org Autumn 2014

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vital stats

DATA BURST

ENGINE

A 250cc Gas Gas engine, developed by Wiwa Racing in Germany, delivers 65bhp.

The power-to-weight ratio works out at around 500bhp per tonne.

Engine: 250cc, 65bhp Weight: 130kg without driver Top speed: 135mph Gearbox: Five-speed sequential (forward only)

GEARBOX

The five-speed sequential ’box is incorporated into the main engine block. The gearbox actually offers six speeds, but one speed has to be disengaged to fit MSA regulations. Karts have no reverse gear.

SUSPENSION AND BRAKES

The kart uses purpose-built Kelgate vented disc brakes all round: four-pot cylinders on the front and six-pot cylinders on the rear, with EBC brake pads. Tracking, camber and castor angles are all fully adjustable.

Autumn 2014 www.msauk.org 47

046-047 Vital Stats GR DS.indd 2

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16/06/2014 13:32 SH_MSA_SUMMER_13.indd 1

04/04/2013 12:47

14/08/2014 14:30

IN THIS

ISSUE

Buyer’s guide to car protection p50 Place Notes: Nutts Corner p53 Judicial decisions p57

Toolkit News, products and advice for competitors

ADVERTISING FEATURE

RE-INVENTING THE WHEEL UK-based electronics company Summit Technologies has developed a product that it hopes will revolutionise the market for competition steering wheels.

Called the Raptor, this eight-channel wireless button control system is incredibly slim, impossibly light and extremely durable. The system utilises high-performance radio frequency transmission technology to provide a completely wireless means for accessing functions in race or track cars without the need for a restrictive coiled cable.

The Raptor’s panel fits comfortably within a conventional 300mm steering wheel and all of the transmitter components are located in the central hub, allowing for users with smaller flat-bottom steering wheels.

The Raptor system is available now for £425.99 plus VAT, direct from the Summit Technologies website at www.summittech.co.uk

Summit’s new control unit fits within a standard-size steering wheel

By removing the transmitter cover, you can easily change the battery when needed and Summit has incorporated a dualcolour LED battery strength indicator so that you can see at a glance when the battery needs changing.

The 12v receiver relay module has upgraded internal components to handle the stresses of motor sport and a single terminal block to ensure a quality connection.

Each of the receiver relays are individually ‘mode’ switchable, meaning that you can select each button to perform a dedicated action.

The system is offered in both a standard eight-button arrangement and an IVA Compatible version with printed buttons.

GARAGE ACCESSORY

New vac cleans up GarageVac brings garage vacuum cleaners into the 21st century with its unique design, hypo-allergenic filtration and installation flexibility. At just 9lb, the GarageVac is easy to remove and use in other locations.

GarageVac has a powerful 12-amp twin fan, with a newly upgraded turbo motor that runs quieter and with less vibration. With just 4” depth and the integrated tool caddy and hose storage, GarageVac takes up only 2.5 square feet of wall space, compared with six square feet or more for other garage vacuums.

Each one comes with a full six-year warranty.

Find out more at www.garagevac.com Autumn 2014 www.msauk.org 49

049 Toolkit DS.indd 51

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BUYER’S

GUIDE

Got it covered

Garages, covers, shelters... All will provide essential protection for your pride and joy, whether it’s having a well-earned rest from the road or race circuit Oak Designs

What do they offer? Highquality oak-framed buildings, including garages, that can be customised and accessorised to fit your needs.

Why should I choose them? Oak’s staff has decades of experience in design and construction, which shows in the quick and efficient methods used to build its garages. Oak is also kind to the environment, only using wood from sustainable sources.

Where can I find out more? www.oakdesigns.org

Airflow

What do they offer? A range of car care and storage products, including specialised air chambers, which can help to preserve your classic.

Why should I choose them? Airflow has been making its unique air chambers for a long time and knows exactly what it takes to keep exotic and historic vehicles unblemished by weather, damp and dust.

Where can I find out more? www.airflow-uk.co.uk

Specialised Covers

What do they offer? Bespoke, hand-tailored car and bike covers to suit a range of budgets.

Why should I choose them? Specialised’s covers are of the highest quality and can be customised to match the colour or livery of your vehicle. And if you’ve got a car that isn’t already in the database, you can have a cover made to measure.

Where can I find out more? www.specialisedcovers.com

50 www.msauk.org Autumn 2014

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buyer’s guide Sealey

What do they offer? A wide range of storage products, including heavy-duty shelving for your surplus parts.

Why should I choose them?

Each level of Sealey’s shelving units can take up to 500kg of weight, so you can sleep safe in the knowledge that your car is safe, even if it’s in pieces in the garage...

Where can I find out more? www.demon-tweeks.co.uk

Hamilton Classic

What do they offer? Hamilton Classic’s tyre trainers offer a cheap means of keeping your tyres in good condition when your car is off the road for long periods.

Why should I choose them?

Hamilton Classic has made a name for itself as a go-to place for enthusiasts and racers, and can help anyone with what they need to look after their car.

Where can I find out more? www.hamiltonclassic.co.uk

POLE POSITION

Kit your garage out

A good cabinet is an essential piece of kit at home or away at a race circuit

FAMI FLEXA TOOL CABINET

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Tool cabinets don’t differ much in design or function, wherever you might find them. But that doesn’t mean you should accept a lower-quality product when kitting out your garage.

Fami’s client list reads like a who’s-who of successful companies, from Audi Sport in the world of motor racing to British Aerospace and beyond.

Fami offers an extensive range of storage solutions and the Flexa is a good place to start. With nine full-extension drawers – each with a load capacity of 70kg – the model should provide more than enough space for the burgeoning mechanic and old hand alike.

SHOWTRAX FLIGHT CASE www.showtrax.net

For portable storage, Showtrax’s range of flight cases offer the perfect solution for your garage at home or at the circuit. With various different layout options, you can choose what suits your needs. If you can’t find that in the current range Showtrax can custom build the case you want.

Each flight case is optimised for travel with tough handles, lockable (and removable) wheels and optional aluminium runners for forklifts.

LISTA CABINETS WORKSTATION www.listacabinets.co.uk

Surf & Turf

What do they offer? A huge range of instant shelters so you can keep dry in your driveway or at the circuit.

Why should I choose them? If you’re going racing in the UK, a rain shelter is essential, and Surf & Turf’s professional-quality products are found at circuits around the world. The Protex 1 is the best-selling shelter in Europe.

Where can I find out more? www.surfturf.co.uk

For a more permanent garage installation, Lista’s new workstation offers a uniquely flexible solution.

The company’s slogan is ‘making workspace work’ and it achieves that with a four-stage system: Table system: Height-adjustable with drawer cabinets beside or below.

Superstructure uno: Supports the shelves, rear panels, adapters for monitors and other brackets, container strips, supporting arms, light fittings and all supply conduits for electricity, compressed air, data, etc.

Superstructure space: Organises individual workspaces into a team space. Wall screens can be fitted with cabinets, shelves and other organisational aids.

Add-on system: Easy-to-customise design means that the workstation can expand with your requirements.

Autumn 2014 www.msauk.org

050-051 Buyer's guide GR DS.indd 53

51

30/07/2014 13:59

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CHRIS WALKER (KARTPIX.NET)

place notes

Nutts Corner

Northern Ireland’s popular karting venue also plays host to sprints, rallycross and motorcycling. By Richard Young Situated close to the site of the old Belfast Airport and only a handful of miles from the current one, Nutts Corner motor sport circuit has managed, despite its compact dimensions, to cram a lot of important dates into its 21-year history.

Primarily a kart circuit and home to the Ulster Kart Club, the facility was originally devised by the local authority, Antrim Borough Council, whose ambition to become Northern Ireland’s leading sporting centre had already led to the creation of a host of facilities for everything from football to water sports.

“We had managed to create a lot of sporting facilities in the area,” says then-director of recreation Alan Moneypenny. “And as an avowed petrolhead, I felt that a motor circuit would complete our portfolio. The Ulster Kart Club needed a permanent circuit and so we went ahead, broadening the original plans to make it feasible for a whole range of motoring activities.”

This was back in 1980, and it took two years to finalise plans, acquire a suitable site and get the project under way.

“It wasn’t easy,” says Moneypenny who, along with Antrim’s Mayor Sam Magee, was the prime mover in getting things going.

“There was opposition from certain quarters, and early hopes that a full-sized Grand Prix circuit might result were quickly dashed.

However what we did get was a compact

track ideal for karting and suitable, too, for motorcycle racing, rallycross and sprints, not to mention the occasional rally stage.”

Track layout was the subject of a lot of discussion with input from a number of high-profile figures from all branches of motor sport, notably motorcycling legend Joey Dunlop. What they came up with back then is pretty much what exists today, an outer circuit used by ‘gearbox’ karts and motorcycles which is both fast and challenging despite its modest overall length (250cc karts lap in some 33 seconds!) and a number of infield permutations suitable for smaller karts and sprinters. The rallycross circuit, which came later, also uses the infield along with a number of gravel sections and these have also been used for stage rallies in the past. Current owners the Eastwood family have added further infield Tarmac to suit both karts of varying sizes, and sprinters too.

Through its history ‘The Corner’ has played host to more UK National Championship rounds than any other track in Northern Ireland, notably a number of major karting events, which saw F1 World Champions Lewis Hamilton and Jenson Button in action during their

formative years.

But heavier metal has also tackled the Nutts Corner Tarmac from time to time.

The MSA British Sprint Championship was a regular visitor for some years, as was the British Rallycross series.

But it hasn’t all been plain sailing.

Noise is an issue for all circuits these days and Nutts Corner has had its share of objectors over the years. This led to difficulties for Antrim Borough Council and ultimately to ex-Formula Atlantic racer John Eastwood and his family taking over the running of the circuit, putting anti-noise measures in place and at the same time making a host of improvements to the facilities and infrastructure.

The result of their efforts is impressive.

The Ulster Kart Club still runs a full programme of races, but in between the Eastwood family keep a fleet of ‘arrive and drive’ karts for those who wish to experience the sport at first hand.

Sprinting is still alive and well at ‘The Corner’ too, with events run by North Ulster Car Club while the circuit is in fairly constant demand as a test venue in between organised race events.

That’s Nutts Corner – in a nutshell!

Twenty-one years old and still going strong.

Autumn 2014 www.msauk.org 53

053 Place Notes DS.indd 53

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT SITTING TUESDAY 3RD JUNE 2014

Tony Scott Andrews (Chairman) Mike Garton Ian Watson CASE No J2013/41 Kieran Wragg

This matter comes before the Court today as a result of a complaint that a Decision made by this Court on Friday 13th December last was not fully implemented by the party concerned, namely Stars at Whilton Mill.

The original inquiry held by this Court related to an incident at the Mini Max final at Whilton Mill on 24th November last where the officials were confused as to procedure for an eligibility appeal to such an extent that the competitor, Kieran Wragg, was effectively deprived of his right of appeal against a decision to exclude him from the meeting. He was accordingly removed from the results of that event and the resultant loss of points meant that he would no longer win the championship.

As the competitor had not been able to pursue an appeal as he would have wished, the matter came before this Court by way of an Inquiry. The decision made by this Court was that the penalty of exclusion should be set aside, Kieran

SITTING TUESDAY 3RD JUNE 2014

Tony Scott Andrews (Chairman) Mike Garton Ian Watson CASE No J2014/06 Kyle Hornby Eligibility Appeal This matter comes before the Court as an Eligibility Appeal, the decision appealed against being that dated 3rd May this year whereby Kyle Hornby

Wragg was to be re-instated in the results (which were to be published) and the championship points amended accordingly.

That decision was communicated to the club that same afternoon as the club’s award ceremony was to take place the following evening. Kieran Wragg and his family had not obtained tickets in advance for the awards night and despite their efforts were unable to obtain any subsequent to the hearing. They were therefore not present when three SPECIAL awards were presented to those who would have occupied the first three positions in the championship had the Court not ordered Kieran Wragg to be re-instated.

Those three awards had been manufactured by the Marussia Formula One team and the Court is told each contains a photograph of the individual driver as well as his name. No provision had been made for Kieran Wragg.

The results of the event from which he had been excluded were duly amended on Monday 16th December.

Although Kieran Wragg, as championship winner, received a set of overalls and attended a tour of the Marussia factory, the trophy which he subsequently received from the club was

not one of the three special Marussia trophies.

The MSA has since the original hearing in December sought an explanation from the Club as to why the awards were presented to recipients in a way which clearly conflicted with the Decision of this Court but none has been forthcoming until today. The club has, however, now finally confirmed that although the three Marussia trophies were awarded as originally intended it was in fact announced that another, namely Kieran Wragg, had actually won the Championship.

What the club has not done and what this Court now orders it to do is to retrieve a Marussia trophy and to hand it to the actual winner, Kieran Wragg.

The Court makes the following four observations.

1. There is nothing in the Championship Regulations which specifies what form the ultimate awards will take and which the competitor can contractually require to be awarded.

In this instance, however, whatever trophies were originally intended to be used were not so used and the club adopted only those three trophies made especially for the club

by Marussia F1 and which were the

subject of an announcement in December. Those then became identifiable as the club’s Championship awards and the winner of the Championship is entitled to receive one.

2. It is understood that the trophy cannot be returned for amendment by Marussia. If that is so and the club cannot effect it’s own alteration then the trophy must be given to Kieran Wragg in it’s existing form. The Court understands this is acceptable to him.

3. Provision exists within the MSA General Regulations at C.5.5.1 for requiring the return of trophies.

4. The MSA requires those organising events to comply with its General Regulations and hence there is a requirement for clubs to comply with a Decision of this Court. Regulation A.2.6 refers.

The club is to advise the MSA as soon as it has complied with this decision.

The Court reserves the right to make a costs order and to instigate disciplinary proceedings in the event that the Order is not complied with within a reasonable time, such to be determined by the Court.

was excluded from the meeting held

by Cumbria Kart Racing Club at Rowrah Stadium.

It was considered that the design of the bumper fitted to the rear of his Junior TKM kart, whilst satisfying MSA requirements did not comply with the latter part of the relevant section of the Kart Race Yearbook 2014 (C3.3.15) whereby in respect of front or rear bumper “neither incorporate adjustable

torsion by design.”

It would seem that certain components are frequently referred to by both manufacturers and competitors as being “torsion bars” whereas in a strict technical or engineering sense such terminology is quite inappropriate.

There is a distinct difference between mere flexibility and a torsional effect.

It appears to the Court that this is the case in this instance. From the

detailed information disclosed, the Court is satisfied that the construction of the kart chassis, rear bumper and its attachments offer no facility for torsional adjustment which would put it in breach of the said regulation C3.3.15.

The Appeal is accordingly allowed.

TONY SCOTT ANDREWS CHAIRMAN

TONY SCOTT ANDREWS CHAIRMAN

Autumn 2014 www.msauk.org 57

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national court SITTING TUESDAY 3RD JUNE 2014

Tony Scott Andrews (Chairman) Mike Garton Ian Watson CASE No J2014/07 Thomas Stoten This matter comes before the National Court for consideration of whether it is appropriate to impose a further penalty (General Regulation C2.6.3), that is to say a penalty in addition to the penalties already imposed by the Clerk of the Course (who excluded Mr Stoten from the meeting) and the Stewards (who suspended his licence for 30 days).

The facts are that Mr Stoten, a Sports 2000 competitor, was driving though the paddock at Brands Hatch on the way to the assembly area prior to his qualifying session. He was strapped into his car,

SITTING MONDAY 14TH JULY 2014

Tony Scott Andrews (Chairman) Bob Kettleboro Chris Mount CASE No J2014/09 Geri Nicosia, Eligibility Appeal

This matter comes before the Court as an Eligibility Appeal lodged by Trevor Nicosia on behalf of his son Geri Nicosia who was competing in a round of the 2014 BRSCC Fiesta Junior Championship held at Cadwell Park on 15th June this year.

Article 5.6.1.9 of the Championship regulations states that “The car with driver aboard must at all times be able to pass over a block 95mm. high x 600mm. wide situated on the car centre line without touching it. No exception will be made for low hanging exhaust systems or other items.”

It is said by the appellant that the car had been inspected by the scrutineer at the end of the Qualifying session and that as the scrutineer had seen the underside of the car from the pit which he was using, any problem with a broken exhaust bracket hanging down (the reason for which it was subsequently excluded from

and wearing a helmet and HANS device.

As he approached an adult whom he assumed to be the father of two boys whom he believes to have been some 12 or 13 years of age, he revved his engine to make them aware of his presence. They turned and saw him approaching, the father to the right, the two boys to his left.

Mr Stoten believed they moved to let him through, but believes one of the boys thought Stoten was waiting for him to cross in front of the car to join his father.

In the event whilst he was moving slowly forward the boy made contact with the left hand side of the car and fell over.

One of the criticisms of Stoten’s conduct is that not only was there contact between a race car and a spectator but that Stoten drove on without stopping to ensure the boy was unhurt.

Stoten, with hindsight, accepts that

he really should have done so but did not at the time consider it necessary as the boy picked himself up and walked off.

Neither the boy nor his father nor anyone else present made any attempt to remonstrate with Stoten and to the knowledge of the Court the boy was unhurt no attendance was made by him at the medical centre, neither the boy nor his father made any complaint and indeed the boy’s identity is unknown to the Court.

Nonetheless certain witnesses to the incident brought it to the attention of the Clerk who, some four hours later, imposed the said penalty. It is noted that Stoten had no opportunity to challenge the evidence against him as none of the witnesses were present at the hearing before the Clerk or that of the Stewards.

The Court has before it today three further witness statements which give a

markedly different version of events to those put before the Clerk and Stewards on the day. Each confirm Stoten had stopped after the contact but that the boy simply got up and walked away with his father.

It is perhaps understandable that in all the circumstances Stoten saw no benefit in getting out of his car and going after the boy and accordingly continued into the assembly area.

In all the circumstances this Court whilst stressing to Mr Stoten the importance of exercising all possible care when conducting a race car through a busy paddock area, is satisfied that the penalties already imposed were appropriate and that there is no necessity for the imposition of further penalty.

the next race) would have been obvious and apparent. No adverse findings were made by the scrutineer at that time.

The appellant also states that the car was checked over by the team that night before the race the next day and no problems were found.

At the conclusion of the race the car was subjected to a ride height check by the scrutineer and repeatedly failed to clear the measuring block. The reason was that although the exhaust pipe was still attached to its rubber hanger the metal arm to which the hanger was attached had broken away from the floorpan of the car, that is to say the weld had failed.

A Non-Compliance form was completed and subsequently referred to the Clerk of the Course who, it is alleged, said that he had no alternative but to exclude the car from the results.

The appellant contends that the failure of the bracket was as a result of the exhaust receiving an impact from another car during the race. The appellant has produced photographs showing damage to the rear bumper of his son’s car immediately above the exhaust outlet the top part of which also appears to be marked.

The appellant maintains that the cars of other competitors in this championship have passed post-race scrutineering checks even when parts of the front/rear “bumpers” have been in contact with the ground having been subjected to impacts during the race. He contends that damage to the exhaust system during the race should be treated no differently.

The photographs show the metal arm hanging down in such an obvious way that it is inconceivable that the scrutineer could have missed it when checking the car from underneath after the qualifying session. The Court is satisfied therefore that the failure of the bracket must have occurred after the qualifying session.

If that is so then, the car having simply been driven to the paddock and subsequently only to the assembly area, it is most probable that the failure of the bracket occurred during the race and that it failed because of an impact from another competitor, doubtless not helped by what would appear from the photographs to have been an extremely poor weld.

MSA General Regulation C3.1.1 provides that on receipt of a non-compliance the Clerk of the Course

“after giving (a competitor) an opportunity to be heard” will exclude the competitor from the relevant results “unless there are exceptional reasons why this should not be done.”

The appellant states that no reference was made by the Clerk to having any discretion not to exclude. It would follow that no exceptional reasons were sought from the competitor and hence no consideration was given to a decision other than exclusion.

Whether or not that is so, it is the view of this Court that the failure to pass the ride height test was as a result of damage caused during the race and that, in this particular case, that constitutes sufficient justification not to exclude.

The Appeal is therefore allowed.

The car driven by Geri Nicosia is to be re-instated in the results, those amended results are to be published accordingly and all appropriate Championship points and Trophies are to be awarded.

The Appeal fee is to be returned to the appellant.

TONY SCOTT ANDREWS CHAIRMAN

TONY SCOTT ANDREWS CHAIRMAN

58 www.msauk.org Autumn 2014

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opinion

Simon says...

MASER ATI

Maserati, Cadwell Park, the VSCC – all reach major milestones this year. But, as Simon Arron asks, does age really matter?

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 MotorSport magazine

A couple of this year’s anniversaries are unlikely to make the lifestyle pages of the national press, but merit particular mention. Great fuss is made about Brooklands and Donington Park playing a pioneering role in British motor racing, but Maserati marked its centenary with Crystal Palace was operational from 1927 and an exhibition of cuddly Cadwell Park turns 80 this year. road and racing cars in Modena Cadwell is sometimes perceived as one of the UK’s remote outposts, unless you happen to live in the charmingly named village of Scamblesby, a couple of miles down the road, but that’s only because Lincolnshire’s charms have yet (thankfully) to be bulldozed to make way for any more motorways. Even so, it’s less than two hours from Sheffield, two and a half from Manchester or Birmingham and less than three from Newcastle or London if you leave early enough. That’s not too significant a time investment, especially as the rewards include a café terrace that permits you to eat sausage and chips while watching cars or bikes tackle The Mountain, one of the nation’s signature bits of race track.

This year’s other notable octogenarian is the Vintage Sports-Car Club, where you’ll find Austin 7s passed on It is 100 years since Maserati was founded in Bologna… and 45 since one of its engines last through the generations and rivals helping each other appeared in a Formula 1 world championship race, when with ancient implements known as spanners and feeler gauges (largely because Archibald Frazer-Nash forgot Vic Elford took Colin Crabbe’s Cooper T86B to seventh to embellish any of his creations with an OBDII place in Monaco, just the six laps behind Graham Hill’s diagnostics port). winning Lotus 49B. It is also 200 years since Britain had The club’s festivities confirm, of course, that vintage its first pier, at Ryde on the Isle of Wight. cars existed as long ago as 1934.

As time moves on, the greater the anniversarial force Amazing, isn’t it? that bombards us. Any year ending in a ‘4’ will forever trigger a volley of Ayrton Senna tributes, ditto ‘8’ and Jim Clark (it’s almost 50 years since my mum broke the news about the Scot’s passing, although they seem to have passed in about 50 minutes). Last year Aston Martin celebrated its centenary and in recent times such as the Porsche 911 and Jaguar E-type have started peeping nervously at their pension funds.

Perceptions change. The Classic Sports Car Club currently organises a series for Modern Classics, that is to say cars built mainly in the 1990s (now 20 years distant), and will next season run trial races for post-millennium production cars.

Is ‘classic’ the correct term? I don’t see why not. As a lad (now a bit more than 20 years distant), I watched ‘historic’ sports car races at Oulton Park and saw machinery of a type that had been active at Le Mans less than a decade beforehand. At the time, though, a Ford GT40 did seem quite positively antique when the planet was ripe with cutting-edge marvels such as the Vauxhall Chevette.

The most sensible option is simply to celebrate all forms of the car and cease fretting about terminology.

The sensible option is to celebrate all forms of the car and cease fretting over terminology

66 www.msauk.org Autumn 2014

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