AUTUMN 2013
VOL
SPE
THE
UNT
CIA
EER
I
L I S NG SUE
MAGAZINE FOR BRITISH MOTOR SPORT
VOLUNTEERING SPECIAL
UNSUNG HEROES “I don’t do it to be worthy; even if I paid I couldn’t get this close to the action”
THE ESSENTIAL GUIDE FOR CLUB COMPETITORS
WHY YOU SHOULD HEAD FOR THE HILLS AND TRY CAR TRIALS WHERE TO GO FOR THE LATEST AND BEST IN BRAKE TECHNOLOGY HOW TO GIVE YOUR COMPETITION CAR A MEMORABLE LIVERY
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this issue
Contents 05 Forum ON THE
COVER
20
VOL
This issue’s postbag
SPE
06 Action replay
UNT
CIA
EER
I
L I S NG SUE
Volunteers at work
09 Briefing
All the latest motor sport news
17 Opinion
The MSA can do more to support the sport’s loyal volunteers
19 Talking heads
Should a day’s volunteering be a pre-requisite for a MSA licence?
20 Cover story
Gemma Briggs meets the sport’s inspirational volunteers Getting people to come along and have fun is most important The volunteer special p 20
30 Wales Rally GB
Toby Moody moves from behind the microphone to behind the wheel
This year’s route revisits some iconic stages of yesteryear
49 Buyer’s guide
37 Role play
53 Let’s try...
Being the person in charge: the clerk of the course
38 Inter-discipline drivers Do drivers still want to compete in more than one discipline?
42 Keeping in shape
Assessing a driver’s fitness can transform his performance 45
38
45 Hill climb
The latest brake technology Car Trials
57 Techno file
Keeping up appearances
61 National Court 66 Simon says
Simon Arron reflects on motor sport’s constant safety drive
CONTRIBUTORS
New products on the market, p50
Ben Anderson Autosport journalist Ben Anderson heads off the tracks to try his hand at Car Trials where skill and accuracy count for more than speed
Dan Prosser Daily Telegraph rally correspondent Dan Prosser meets the drivers that do, and don’t, compete in more than one discipline
Toby Moody Broadcaster Toby Moody, best known as the voice of MotoGP, takes a journey into the world of hill climbing
Autumn 2013 www.msauk.org
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EDITOR’S LETTER
COMPETITION WINNERS Chris House from Somerset was the winner of a pair of Friday tickets to this summer’s Goodwood Festival of Speed (Summer 2013 Issue).
Very few magazines would forgo a celebrity
to put an ‘unknown’ person on their cover. And while it’s likely that the majority of our readers will not recognise the face on the front of this issue, we’re certain that you ALL agree that our sport’s volunteers are stars in their own right. We’ve had some of motor sport’s biggest names on our covers, but this issue is just as special. This issue is about celebrating the dedication and sheer passion of the volunteers who make motor sport happen. It was fitting that the photo shoot happened at Go Motorsport Live! This new event was an opportunity for those involved in every branch of the sport to set out their stall at Silverstone and show the general public how rewarding it can be to participate in motor sport. Turn to page 20 to find out more about our cover star and why motor sport matters to our volunteers. On page 30, David Evans talks us through the re-vamped Wales Rally GB which is moving north to revisit some of the nation’s greatest rally stages. Elsewhere, Toby Moody talks us through his love of hill climbing and we look at how to take part in Car Trials. We hope you enjoy the issue…
Gemma Briggs, Editor
Fraser Kinnaird from Warrington, and Andrew Chalmers, from North Yorkshire, each won a Race Technology DL1mk3 data logger with GoPro control lead (Spring 2013 Issue).
OLDER CARS SHOULD RUN FIRST
EDITOR
Gemma Briggs PUBLISHED ON BEHALF OF MSA BY: THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)
CANCELLATION CHARGES
Just wanted to add my comments to the YES vote Whenever I read the MSA magazine I find it good, for historics running first on the road on looseas it covers subjects that I am interested in and surface events (Summer issue). I have campaigned the subject can give me information on how to get an Imp for the past seven years in the MSA BHRC more from the sport I participate in: rallying. Category 1 pre-‘68. Up until this year, all but one of Now I want to hopefully start a discussion about the forest rallies I competed on only had a single a subject I feel strongly about: cancellation charges. use of each stage, and with us running in the first The other year the MSA did an investigation into group (Cat 1), with never more than 15 entries how motor sport could be improved and entry and all relatively low-powered cars, I believe the levels increased. In my experience, if you have to system has worked well. pull an entry from an event due to influences out However, the Pirelli Rally last month of your control, competitors are charged an used some stages twice and boy did administration charge. This can be as we notice a difference, with some little as £0 to as much as £40. I feel the YOUR very rough sections on the second THOUGHTS! MSA needs to regulate this charge. We want to know run-through after the international Tony Bassett, via email your opinion on which boys had been through. My car, motor sport issues MSA along with all the other Imps, the AUTOSOLO magazine should cover. Mini and even the Porsches, all I am afraid Ron Green (Letters, Email us at msa@ thinkpublishing. suffered underbody damage, and Summer issue) is rather missing the co.uk the Mini had part of its front sump point of AutoSolo. AutoSolo has no guard ripped off – all requiring significant ‘garages’ and no ‘reversing’; what he is after-event repair. describing is Autotests. The US version of Solo has With most entries in these multi-class events a much wider class structure than the UK version coming from the Historic or ‘Clubmans’ section, (where cars must be both driven to and from the with more fragile vehicles than the moderns, surely venue) but is otherwise not dissimilar (the other most it’s right that the lower-powered and older cars significant difference being the size of the venues the should run first? US version use). Geoff Taylor, via email Paul Parker, via email
Think The Pall Mall Deposit 124-128 Barlby Road London W10 6BL Tel: 020 8962 3020 www.thinkpublishing.co.uk
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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 2013 www.msauk.org
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DATA BURST
WHAT: Formula 1 British Grand Prix WHERE: Silverstone WHEN: 30 June 2013
NICK DUNGAN
The colourful grid of this year’s British Grand Prix – headed by the Mercedes of Lewis Hamilton – comprised 22 cars. But they were supported by a staggering 1,166 trained volunteers who made sure that hundreds of thousands of spectators, as well as the competitors, enjoyed a fantastic day out in the sun. Thanks to a number of tyre failures, including the one that took Hamilton out of contention for victory, the spotlight shone on some of the 276 course/incident marshals who kept the race going by removing debris from the track. “The British Grand Prix is the most high-profile and publiclyvisible motor sport event in the UK, yet many will be unaware that it is underpinned by over 1,000 volunteers who are essential to its safe and effective running,” said Nick Bunting, MSA Chief Executive. “These men and women are part of a much larger volunteer army in UK motor sport, totalling around 10,000 marshals and officials.” Turn to page 20 to read more from our Volunteers special issue…
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IN THIS
ISSUE:
Sir Chris Hoy; British Grand Prix; Go Motorsport Live!
Briefing
REGULATIONS Winners line up on the podium at the hugely successful British Grand Prix, June 2013
MSC APPROVES CATEGORY 4
LAT
The latest regulation changes ratified by Motor Sports Council cover a variety of issues across a range of disciplines, including the introduction of Category 4 to historic rallying. The new category for cars built between 1 January 1982 and31 December 1985 will take effect from 1 January 2014. Meanwhile the minimum tyre aspect for historic road rally cars has been relaxed to 65 per cent and a sticker denoting genuine historic vehicles has been created. New road rally regulations permit forced induction for otherwise unmodified engines under 1500cc, and in stage rallying all cars will now be required to carry at least one set of belt cutters. Further changes relate to penalties for transgressing track limits in circuit racing. These rule changes and more are detailed on the carrier sheet of this magazine.
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F1
GOVERNING BODY MAKES MOST OF BRITISH GP Opportunity to showcase the motor sport industry The MSA championed the interests of British motor sport among a host of MPs, Lords and parliamentarians after welcoming them to the British Grand Prix at Silverstone. The governing body’s guests included Rt Hon Patrick McLoughlin MP, Secretary of State for Transport, who handed the prestigious GP trophy to race winner Nico Rosberg. Meanwhile Rt Hon Maria Miller MP, Secretary of State for Culture, Olympics, Media and Sport, presented the second place prize to Mark Webber. “The British Grand Prix provided a valuable opportunity for the MSA to show
some of those in high office just how big a success story the motor sport industry is for the UK,” said Nick Bunting, MSA Chief Executive. “We took the opportunity to highlight the scale of the sport domestically and to discuss pertinent issues such as the closed roads campaign.” Bunting also paid tribute to the 1,166 volunteers who made the event possible. “Without the skill and commitment of more than 1,100 trained volunteers, from marshals and scrutineers to the medical and organisational teams, the British Grand Prix simply could not take place,” he said.
1,113
The largest ever number of entries for a single race meeting, recorded at the 2013 Silverstone Classic Autumn 2013 www.msauk.org
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news NMW
NMW CHAMPIONS UK MOTOR SPORT WITH WEEK-LONG CELEBRATION NMW highlighted the UK’s worldleading position in motor sport
The UK motor sport community, from Formula 1 teams to local motor clubs, organised dozens of events and initiatives to celebrate National Motorsport Week, which was bookended by the British Grand Prix and Go Motorsport Live! The initiative, organised by the MSA in collaboration with the Motorsport Industry Association, is designed to cast a spotlight on British motor sport and encourage more people to get involved at the grass roots. “National Motorsport Week is about telling the public all about our sport and showing people that there is so much more to it than Formula 1,” said Nick Bunting,
MSA Chief Executive. “The line-up of events throughout the week were indicative of the breadth and depth of the sport in this country, including dozens of local car clubs and culminating in the inaugural Go Motorsport Live! at Silverstone.” Among the many highlights this year was an exclusive tour of the Mercedes AMG Petronas Formula 1 Team’s factory for two competition winners. “National Motorsport Week is a great initiative,” said Ross Brawn, Team Principal. “The Motorsport Industry Association and Motor Sport Association do a great job in promoting motor sport in the UK and,
of course, our sport would not be able to function without the passionate and committed support of the fans.” Other celebrations included a display of rally cars on Llandudno Promenade, organised by Go Motorsport and North Wales Car Club. Go Motorsport also ran car displays in Cardiff and Camarthen, featuring vehicles from historic rallying, karting, hill climbing, rallycross, sprints, road rallying and racing. There were many more local events, details of which can be found at www.nationalmotorsportweek. co.uk or the July 2013 issue of MSA News, the governing body’s monthly newsletter.
The Strength of Experience Tel: +44 (0) 1952 582825 Fax: +44 (0) 1952 582821
www.speedlinecorse.co.uk • info@speedlinecorse.co.uk
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news
MY MOTOR SPORT RACE
A Q&A with Olympic hero Sir Chris Hoy What made you switch from fan to competitor?
More than 2,500 people attended the inaugural event
DEVELOPMENT
GO MOTORSPORT LIVE! SET FOR 2014 RETURN AFTER DEBUT SUCCESS Go Motorsport Live! is set to become an annual fixture after more than 2,500 people flocked to the inaugural event at Silverstone in July to find out how to get involved in grassroots motor sport. More than 50 clubs, teams and manufacturers exhibited, showcasing the breadth of UK club motor sport. Oxford Motor Club organised an AutoSOLO that ran over 500 free passenger rides, while some of the country’s top Autotest drivers showed off their skills in a live demonstration. The British Motorsport Marshals Club described the event as “brilliant” after signing up almost 90 prospective new members. Meanwhile 60 show-goers won exclusive trips to the Sahara Force India F1 Team factory, while Silverstone sold out of discounted ‘hot lap’ experiences and tours of its famous Wing building. Peter Richings, the Clubmans’ Register, lauded the event for attracting the target audience of motor sport fans with a genuine desire to get involved. “We couldn’t have been more pleased with Go Motorsport Live!” he said. “We thought it was very efficiently organised whilst retaining an informal and friendly atmosphere.
It also hit the spot very accurately, attracting the target audience very successfully. We will definitely be exhibiting again in 2014!” Among those inspired to get started in grass-roots motor sport after visiting the show was Scott Whitehead. “I have a keen interest in motor sport but had the opinion it was expensive to get into,” he said. “However at Go Motorsport Live! I came across the AutoSOLO and Autotest disciplines, and having spoken to numerous competitors and having had some passenger rides on the day I’m now gearing up for my first event with Loughborough Car Club.” Ben Taylor, MSA Director of Development & Communications, said: “Hundreds of people gave up watching the Wimbledon final or spending the day in the garden in order to stand in the midday sun and spread the word of motor sport to the 2,500 people that came through the gates of Silverstone for Go Motorsport Live! The efforts of every exhibitor, volunteer and helper ensured not only that the visitors had a great day, but also that we set many of them off along the road to getting involved in motor sport for the first time.”
I was certainly a massive fan thanks to my support of Colin McRae. I only met him once but I loved watching him at work and my real love of the sport started with rallying. But to go from fan to driver is a little daunting and motor sport is not like cycling or football; learning your craft is more complicated and more expensive – or at least so it seems! Actually I was pleasantly surprised and was eased into the sport after experiencing one of the MSV track days at Bedford. So when did you make the move onto the track?
I had started my little ambition four years earlier when I bought a Caterham to take part in some track days, and I would drive it to Oulton Park and enjoy flinging it around the track. That is a great way to learn and takes away some of the fear of the sport. It is quite intimidating when you walk into a paddock for the first time, however I soon realised that it is actually a very friendly sport and as a novice I really felt welcome. How were those initial experiences of motor sport?
For me motor sport makes me feel like I did when I was in my early teens and messing about on mountain bikes. I loved the competition and the spirit of racing but it was not all about winning; I know it sounds corny but it was the fun of taking part. This is what I get from motor sport. Why did you choose to race Radicals in particular?
I chose the Radical SR1 Cup because I enjoyed driving the car and also because it has been designed with the busy amateur at heart. I can really learn balance and race craft in this car and this series, but they condense the events The 2014 SR1 into one day and spread Cup intake is them out to approximately now open. Visit one day a month. They www.radical also help with turning you sportscars. from a track-day enthusiast com into an amateur racing driver providing tuition and help with the ARDS test – which I took as part of the whole package. My introduction has been fantastic, and now I’m pretty hooked!
Autumn 2013 www.msauk.org
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news AWARDS
NEW AWARD TO RECOGNISE VOLUNTEERS
At this year’s show, Sir Jackie Stewart took to the stage to answer questions from the audience
SHOWS
LAT
GOVERNING BODY SET FOR 2014 ASI RETURN The MSA will return to Birmingham’s NEC on 9-12 January for Autosport International, Europe’s largest dedicated motor sport show. Representatives from the governing body will be on hand to field sporting, technical, licensing and development queries. The MSA Academy will be represented by coaches and drivers, and the Go Motorsport banner will look to bring new people into the sport. The MSA also plans to showcase live grass-roots motor sport by organising another AutoSOLO outside the exhibition halls. Almost 600 passenger rides were delivered during the discipline’s highly successful debut at this year’s show.
The wider event is set to feature an array of industry suppliers, workshops, networking possibilities and even opportunities for competitors to book medicals. In 2013, nearly 80,000 people attended and enjoyed hearing from the likes of triple Formula 1 world champion Sir Jackie Stewart. Initial announcements of star guests for 2014 are expected over the coming weeks.
The governing body’s Marshal of the Year Award has been rebranded as the JLT MSA Volunteer Official of the Year Award in recognition of 2013 being designated the MSA Year of the Volunteer. From this year onwards, volunteers can be nominated in each of the following categories: Steward/Clerk of the Course; Technical Official; Marshal; Medical/ Rescue/Recovery/Safety; Other. The winner in each category will receive a commemorative award at next January’s MSA Night of Champions prize-giving ceremony. The individual judged to be the best across all categories will be declared the JLT MSA Volunteer Official of the Year, winning £250 and a silver pewter salver. Similarly the judging panel for the 2013 JLT MSA Club of the Year Award will take particular interest in clubs’ engagement with MSA Year of the Volunteer celebrations or initiatives. The winning club will receive £1,000 and a trophy. There are second and third prizes of £500 and £250 respectively, with commemorative awards. The awards are kindly sponsored by the MSA’s insurance broker, JLT. The deadline for applications is 1 October 2013; the full criteria and entry forms can be found online at www.msauk.org/news More awards are being created to recognise the role volunteers play in the sport
Tickets are available now, priced at £31 with an exclusive £5 discount for MSA members. For more information visit www. autosportinternational.com
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FOCUS
LAT
WIGTON MOTOR CLUB Proving that a little effort goes a long way Given its location in the rural county of Cumbria, it is little short of remarkable that Wigton Motor Club boasts a membership of at least 500 – and sometimes north of 600 in any given year. ‘The North’s biggest motor club’ was founded in 1923 as Wigton and District Motorcycle and Car Club. After an inevitable wartime lull the club was reborn under the snappier Wigton MC banner and has since flourished to celebrate its 90th anniversary, in markedly rude health. Club secretary Graeme Forrester has been a Wigton MC member for his entire adult life, having joined as a 17-year-old in the 1970s. “I think the secret of the club’s success is that over the years we have adjusted to the interests of the time. When
from which 40 or so are recruited into the club each and every year. “Running events across a variety of disciplines means that if we are staging a sprint, for example, we have our historic rally and Autotest members available to marshal,” says Forrester. “A lot of motor clubs seem to have polarised towards one main discipline, which makes finding marshals very difficult.” Wigton MC also recognises the importance of promotion and development. “We’ve got a very good Go Motorsport RDO up here, Pete Metcalfe, who’s a big help, and we’ve always made the effort to take competition cars into schools and get the kids enthused about club motor sport. We also have good contacts within our four or five local newspapers and radio stations, so we feed them with interesting stories to keep the club’s name out there. And we have a very good club magazine that helps our members keep in touch.” Given this attitude, it is little surprise that Wigton MC got involved in this year’s National Motorsport Week by offering three free entries for its Lake District Classic Rally. “We’ve always recognised the importance of promoting motor sport, and since one of our major events fell within National Motorsport Week, it seemed like an ideal time to give away some free entries to get people involved,” says Forrester. “Having spoken to the people who took up those free places, I know they thoroughly enjoyed it and will be back for more.”
Wigton MC gave away free entries to its Lake District Classic Rally as part of NMW
CLUB
I first joined, road rallying was very strong so we ran lots of road rallies. Then in the 1980s stage rallying was the big thing so we ran six stage rallies a year, which no club would ever think about doing now! Since the 1990s we’ve focused more on historic rallying and speed events as they’ve become ever more popular.” Today the club runs the Cross Border Speed Championship, with four events in Scotland and as many in England. It also organises a pair of historic rallies and a targa rally, plus myriad Autotests and autoSOLOs. Then there is August’s Cumbria Classic weekender – a classic car show with hundreds of models on display alongside an Autotest taster event, attracting around 5,000 visitors
Founded: 1923 Membership: 500-600 Website: www.wigtonmc.co.uk
Autumn 2013 www.msauk.org
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opinion
LOOKING OUT FOR OUR UNSUNG HEROES The MSA must ask itself what more it can do for volunteers, says Nick Bunting, Chief Executive This ‘volunteering’ edition of MSA magazine is a timely
reminder, in the MSA’s Year of the Volunteer, of the great debt we owe to those who give their time to keep the wheels of our sport in motion. There is no doubt that with around 10,000 volunteer marshals and officials registered with the MSA, the numbers look impressive on paper, but there is certainly no room for complacency. Indeed, the anecdotal evidence would suggest that in some areas and at some events we are approaching the critical situation in which a lack of personnel is leading to events, or parts of events, being cancelled. This is clearly not a new phenomenon and it is not a problem unique to motor sport, as many sports and leisure activities are facing similar challenges in the recruitment and retention of volunteers. As we move forward, I would hope that we, both the governing body and the sport, are prepared to ask ourselves the difficult questions such as: ‘Do volunteers get the respect and recognition they deserve?’ and ‘Is there more we can do for our volunteers?’ I would imagine that the answer to the first question is ‘yes’. Certainly the response to the MSA’s #ThanksMarshal social media campaign has been overwhelmingly positive. It has served as a good prompt to everyone to remember to say thank you, but the vast majority of competitors do so anyway as a matter of course. Clubs, venues and events are also, for the most part, keenly aware that looking after their volunteers makes it much more likely that they will return in future. However, the answer to the second question must also be ‘yes’, as we must continue to strive to improve the ‘quality of the experience’ for the volunteer – and competitor – alike. At this early stage in my tenure, I cannot profess to know everything that goes on out there, but I have already seen some great examples of track events or passenger rides being organised to give marshals a fun day out. This seems to me to be exactly the kind of activity that we should be encouraging and if regulations need tweaking to facilitate this, then we should look at that too. We should also recognise how important it is to get the experience right for volunteers,
There are almost 10,000 volunteer marshals and officials in the UK
MSA will not only say thank you for your efforts, but we will do whatever we can to improve the quality of your experience particularly if we are trying to bring new people into the sport. Can you imagine turning up for the first time to be greeted by substandard facilities or to be denied a comfort break for much of the event or not to be warmly welcomed by someone who looks after you for the day? Of course, some of these things cost money, but some of them don’t. As the governing body, we need to be clear in our expectations and strong in our demand for constant improvements; rather than leaving it to ‘market forces’ to determine where marshals will and will not turn up, we need to raise standards across the country, at all venues and events. As any marketeer will tell you, getting the product right is the key to a long-term conversion; there is no point working hard to bring someone through the door, if what they find is not appealing. And similarly, is it any wonder that people turn their back if we are not prepared to look after them adequately. Having had a great deal of experience of officials and volunteers in both rugby union and latterly the Olympics, I have some understanding of what makes people give up their time for leisure activities. From the people I have met in my first weeks in this
job, it doesn’t seem to be any different in motor sport. So my commitment to motor sport’s current and future volunteers and officials, as well as others who give up their time freely to support our sport, is that the MSA will not only say thank you for your efforts, but we will also strive to do whatever we can to improve the quality of your experience. In some circumstances that could mean regulation, while in others it might be through better training or by sharing best practice, and in some it might require financial investment. We will look at what we can do to get more people involved, to make it easier to get started and to progress to higher levels. Let’s be clear, though. British volunteers are already among the best in the world and we start from a high benchmark, with some quality training programmes already in place, which is why our people are called upon every season to offer their expertise at overseas events, right up to Formula 1 level. At its heart, motor sport should be fun. The MSA will endeavour to make sure everyone involved – competitors, organisers, volunteers and spectators – particularly at grass roots level, is getting the enjoyment they deserve. Autumn 2013 www.msauk.org
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talking heads
SHOULD A DAY OF MARSHALLING BE A REQUIREMENT FOR A COMPETITION LICENCE?
YES Michael Caine, British GT Champion and BTCC driver
EBREY / LAT PHOTOGRAPHIC
I guess it is a cliché to say that without the
volunteers helping to operate a race meeting we wouldn’t have any racing at all, but that is a fact. It is easy for us drivers because we are out there doing something that we absolutely love. While marshals love what they do too, it can be a long day for them and they don’t get any financial reward at the end of it. Making racing drivers spend time helping out with the volunteering of a race meeting is a great way
of both giving something back to the sport which we all enjoy, and also it would help competitors to have a better understanding of what it takes to make sure that a motor race meeting runs smoothly and safely. A lot Danny Buxton, Scuderia of drivers just take what they Vittoria director & former do for granted without Clio Cup Champion thinking about the effort that goes on behind the scenes, and this would be a way of opening Of course, volunteers their eyes. I am sure a are the lifeblood of lot of drivers on the grid motor sport and that have no idea of the includes everyone who variety of roles runs race control, the WHAT DO YOU that have to be officials and the THINK? Would a day of marshalling help filled before a marshals who are develop a new driver’s track can operate. trackside. All of the understanding? Or would it be too I would have drivers realise the difficult to organise and no problem with importance of these implement? Let us know what you think at msa@ it whatsoever people and what thinkpublishing.co.uk if it was a they do – most of requirement of them are in highly holding a race licence – skilled roles that require a and there are a few rivals I great deal of dedication. quite fancy showing the black Asking drivers, particularly the flag to! And I reckon I would younger ones, to undertake a look good in orange… volunteering role at a race
NO
meeting sounds like a good idea. But you have to consider that many of them are very new to the sport and their understanding of the nuances of how it operates and the potential dangers might not be as strong as those who have been involved in motor racing for years. All volunteers, and particularly marshals, have to undergo a high level of training, and it could be awkward if there is someone stepping in to help who doesn’t have the expertise and the education that our hardy marshals have had to go through. Later on in the drivers’ careers, it might be something that you want to consider, but I don’t think that younger racers should be rushed into a role that requires such a high level of responsibility without teaching them about the sport first. It is certainly something to think about, but it has to be done in a way that protects the drivers and the existing volunteers at the same time.
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“IF YOU LOVE OUR SPORT YOU’RE NOT GOING TO GET CLOSER” Why do our sport’s thousands of volunteers give up their weekends so that you can compete? Each one has a unique story, as our cover stars reveal…
THE TIMEKEEPER
GARY NICHOLLS
THE RALLY MARSHAL NICOLA NEAL
THE RACE MARSHAL CAROLE BRACKLEY
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volunteers
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THE COMMITTEE MEMBER JAZ BAREHAM
THE CLERK OF THE COURSE JENNIE LOCKE
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Volunteers and officials at the Wales Rally GB, which includes1,800 marshals and 450 other officials, from timing to technical
THE STEWARD
“We’re expected to cover the whole of the area the MSA covers, although in reality they pick the stewards close to the venue. The closest to us is Mallory Park. “I think I’ve got about 10-12 dates this year, but both of us have said we’re available at short notice, so sometimes you can get a call on a Thursday. It’s easy for us as we’re both involved so it’s not as though Dave has to say, ‘Sorry – I’m going to do this event.’ We can also back each other up if one is ill. “I began as a marshal but I sat in several times as his secretary and I thought, ‘I can do this.’ I applied to the MSA and sent in a motor racing CV that showed my experience. I was
THE RALLY MARSHAL
evening. There were some events coming up requiring marshals and we’d done motor bike marshalling before and said we’d come along. I did a couple of 12-cars and carried on from there.” Well and truly bitten by the rallying bug, and supported by their new friends in the club, it wasn’t long before the pair began competing. They now combine marshalling with time behind the wheel – as many do in the sport’s grass roots. Motor sport has become so important to Nicola that she has changed jobs in order to free up more spare time to devote to the club. Nicola’s enthusiasm and commitment is exactly what a motor club needs and she’s more than ready for the challenge. “Once you get into the swing of things it’s easy. Getting people to come along and have fun is most important. You are working hard to enjoy your spare time and you’ve got something to look forward to.”
Husband and wife Dave and Elaine Brice are both stewards. Dave turned to marshalling after a bad accident ended his racing career, and he met his wife Elaine while volunteering. She says that attending events as Dave’s secretary gave her the confidence to apply to be a steward herself, and has held the role for two years. “The clerk of the course works for the club that is running the meeting, but the steward is appointed by the MSA as their representative. Our role is to work with the clerk of the course to ensure they have a good, safe meeting that everyone enjoys.
Marshals
Nicola Neal joined Loughborough Car Club three years ago. Motor sport quickly became a big part of her life: three fellow club members brought rally cars along to her wedding to Kevan, who also volunteers for the club. Like many volunteers in motor sport, Nicola and Kevan Neal were keen spectators before they joined Loughborough Car Club and began volunteering as marshals at grass-roots events. “We started out spectating and saw a car with a Syston sticker at the Rally of the Midlands,” says Nicola. “We went on their website, got in touch and they invited us to a grass Autotest
then accepted for an interview. In my case they thought it was a disadvantage that I had not been a clerk of the course, so I did some pre-training at six events shadowing the clerk to get a feel for how they were running things. “I was then appointed as a trainee steward and was sent a booklet which has to be signed off at meetings to say you’ve achieved various things. I then became a probationary steward and I’m now in my second year. “I believe there’s a lady steward in Scotland and that there are some women training. I did not do it just because I’m a woman, I did it because I wanted to, but I do want others to know they can go for it.”
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THE RESCUE CREW MEMBER
Mother of two and full-time nurse Helen Frost was bored “just being a wife” in the paddock and began marshalling at events in the South West. She now puts her nursing skills to good use as a member of the West Country Rescue Club. When Helen Frost’s husband Kevin built his own racing car and started competing in sports libre in 2006, motor sport quickly became a family hobby. “My kids were five and seven, and they’d come to events along with my mother- and father-in-law,” says Torbay Motor Club member Helen. “The mother-in-law would be making
cups of tea and I felt a bit redundant, so I started marshalling at the Finlake hill climb. I loved it.” Frost was named ASWMC marshal of the year in 2009, before putting her skills as a former A&E nurse – she now works in minor injuries – to use as a rescue crew member. “Two or three years ago I met the rescue guys and they were such a friendly bunch,” she says. “They said if I wanted to
join them they’d be happy because of my nursing skills. I thought about it, and as a marshal if you are not on the post where the accident happens, no one thinks to say, ‘You are a nurse’. I felt I could be more useful if I was doing a rescue role, but so far I thankfully do not use my skills very often!” Volunteering is something which comes naturally to Helen – she teaches swimming in a voluntary role and was an emergency nurse in the poly
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THE TIMEKEEPER
Chelmsford MC’s membership secretary, Gary Nicholls, is also a timekeeper. And like hundreds of volunteers in motor sport, he is qualified in many roles and as well as being clerk of the course for various stage rallies, he is chairman of the Association of Eastern Motor Clubs. “I’ve been a timekeeper since around 1995. I started off with rally timekeeping and then progressed on to sprints, and I currently do 20 meetings. I just enjoy motor sport. “When you are timekeeping at an event you are key. It doesn’t matter if it is raining or sunny, the event is relying on you. We are quite a pro-active club. We try to help other clubs wherever possible. I don’t know what I would do other than motor sport – I’m not a gardener!”
Volunteer timekeepers
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THE COMMITTEE MEMBER
Best known for her bright purple wellies, Jaz Bareham is a rally marshal who sits on the BRMC committee and the BMMC committee as the South Midlands Rally Rep. Currently involved in the setting up of a new motor sport insurance broker, she says, “Rally is my whole life.” When did you get involved in motor sport? I’ve always been into it, as my dad was a mechanic. My mum had this blue-eyed, blonde-haired girl in mind but my dad stuck me under a car! What did it feel like when you first started volunteering? I turned up to Millbrook in my brand spanking new orange overalls and I got put with a very active group of marshals. The very next weekend I was meeting two old guys in a service station car park to get a lift to a rally in Wales! Why do you do it? I already work in motor sport so I don’t know what else I’d do. I would probably be one of those really boring people that sits in front of the TV and wastes their life away. Now, I’ve got so many friends through it I cannot imagine doing anything else. What are the goals for the BRMC at present? Realistically, what we want to achieve as a club is getting some more youth into rally marshalling and we struggle a lot. It’s not like living next door to Silverstone – you have to travel. As much as we love our old boys, we would like to get some young people involved. How would you sell rally marshalling to someone who might be interested? The best thing about it for me, as a young person, is that I’m into cars so I do service and timekeeping to get close to the cars. It’s just so nice to get near them, and if you go into the service area there will always be someone who offers you a cup of tea. At the last stage, every single competitor thanks you for doing your job. The amount of people who have offered me a ride out in their car just to say thank you..!
Clerk of the course and steward Declan Gannon has been a key part of Northern and Southern Ireland’s rally community for over 35 years. A director and chairman of Enniskillen Motor Club, he has served on the governing body for motor sport representing the MSA and the Association of Northern Ireland Car Clubs (ANICC) Council for 20 years. “You’re not earning a salary or making a living, but it’s either that or go to the pub and drink –
and there are plenty of pubs in Ireland! I just have a passion for rallying, especially having been a competitor for quite a long time when I competed in the mainland in England and Wales. I love the sport and I’m a great believer in grass roots at clubman level.
“Next year our club, Enniskillen, will celebrate 50 years. New blood is hard to find at the moment in any volunteer positions – and competitors, because it’s expensive. We have the Motorsport Marshals Partnership (MMP) in Northern
Stewards
THE CLUB OFFICIAL
Ireland, which runs away days and gift days to get people out in rally cars. So we are trying to encourage people to join the MMP and then try and nurture them. “I’d like to be clerk of the course for the Ulster International and hopefully one day the MSA will appoint me as steward for Formula 1. I love being a steward, it’s the most senior person on the event and it’s there to oversee but not to run. I learn things every event I go to.”
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THE CLERK OF THE COURSE
Graduate Jennie Locke, 23, is a licensed Nat B clerk of the course and a member of the Plymouth Motor Club. As well as holding various positions on her club committee, she can often be found doing results, marshalling and timing at events in the South West. When did you get involved in motor sport? When I was born! My dad used to compete with his brother, doing local stuff like 12-cars and Autotests. He stopped competing because I came along. After a while he became a timekeeper. What was your first volunteering role? At 14 I started doing results at sprints and hill climbs. I was navigating at 14 in 12-cars, the youngest in the club, and it took me a year – nine events – to become an expert, which is quite something in our club! Which do you prefer – volunteering or competing? I prefer the volunteering, probably because that’s what I’ve been mostly involved in. I’m the only clerk of the course in Plymouth. When I got my license in 2010 I was the youngest in the country. What do your fellow club members think of that? I’ve had encouragement from my peers – most of them, yes, are older than me. What made you want to climb the ladder at such a young age? It’s a significant thing – it almost means I’m above my father because he’s timekeeper! I could have done timekeeper alongside him but that was not a challenge, whereas being a clerk is. It’s just enjoyable because of the atmosphere and I do not know any different. What are your plans now? To continue with clerking and end up getting Nat A. I’m running as vice chairman for our club. The chairman is about being there for your club and making sure that everything goes smoothly. It’s not as challenging as other things I’ve done, like the editing role. We need to get the younger blood into the club to take on these roles.
Clerks of the course
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THE SCRUTINEER
Dallas Smith heads up the scrutineering team at events including Formula Student and the Silverstone Classic. Hugely respected by his colleagues – and perhaps slightly feared by competitors – Dallas has amassed an immense knowledge in his 55 years of scrutineering.
Scrutineers
THE RACE MARSHAL
“I do it because I enjoy it. It’s a hard job to learn but not hard to people who do it regularly. As far as I’m concerned it’s just a formality. I do some of the biggest events in the country. I’ve been chief scrutineer at Formula Student for 14 years – it’s totally different to other events as it takes around an hour-and-a-half to two hours to do one car. A car at another event might only take six to eight minutes. We work as a team, and I’m a stickler for paperwork – it’s got to be 99.9% right. I’ve always said that the day I stop enjoying it, I will finish.”
TRAINING VOLUNTEERS: THE STATS ■ The MSA runs around 140 training days for its volunteer officials in a typical year, reflecting a total attendance of over 5,000 people. ■ With the support of its own registered charity, the British Motor Sports Training Trust, it has budgeted around £130,000 to support dedicated Marshals’ Training Days in 2013. This runs across a wide spectrum of motor sport disciplines, all run by MSA Registered Motor Clubs and Regional Associations, and led by individual MSA licensed Training Instructors. ■ The MSA has 32 International Training Instructors who are regularly deployed across the globe to assist in delivery of officials safety training to other countries in membership of the FIA family. This is part of the MSA’s Regional Training Provider role for the FIA Institute for Motor Sport Safety and Sustainability. Any financial surplus from the international training programmes is used to benefit continuing training and development of UK volunteer officials and marshals.
Sixty-year-old Carole Brackley began marshalling last year and says it has given her a “new purpose in life”. She has worked at events including the World Endurance Championship and the British Touring Car Championship. “I’d been thinking about it so often. It was sort of, ‘If I’m not going to do it now…’. So many of the marshals say to me, ‘I wish I’d done it earlier’. I’m a carer of two people so this is ‘me’ time, and if you love motor sport you are not going to get closer to the action than this. “Whatever infirmity you have, there’s something to do. I’ve switched to pitlane and grid, because I have osteoarthritis. I struggled to carry the cement bucket or run across the gravel with a fire extinguisher. They let me grid up for the touring car races at my first BTCC event! I stood right opposite Honda and WIX garages as the cars pulled out and it was ‘lump in your throat’ time! You do not need any other reward for giving up your time. “I have not had such a feeling of being a part of a family in any other situation. The men are very protective of the lady marshals – but not in a demeaning sort of way. Everybody is supportive right from the start, so you do not need to be frightened about it. We are just ordinary people having fun. “I do not do this because it’s worthy; even if I paid to go to an event I could not get closer to the action – you do not need any more than that. It’s just wow, wow, wow! I think everyone should do everything they can and not live with ‘what-ifs’.”
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Wales Rally GB
Moving on up By heading north to tackle some of the nation’s greatest stages, this year’s Wales Rally GB is set to be the best it’s ever been, says David Evans Autumn’s approaching. And, for you and I, that means only one
thing: it’s time to plan our trip to Wales Rally GB. That’s the good news. The even greater news is that this year’s event is going to be better than ever. After a decade down south, Wales Rally GB has headed north to be based in a part of the world which will be forever remembered for Colin McRae and 1995. When the Scot crossed the flying finish of Clocaenog East just after lunchtime on 22 November, he made history. And that history was made just down the road from where Wales Rally GB will be living from 14-17 November. This really is rally town. Heading for the heart of rally town, when you drive out of service in Deeside, you’re confronted by mountains and out of those mountains come legends. The roads on the
far side of the Clwydian Range are special. Stages like the Great Orme; towns like Bala; stages and villages like Penmachno; they’re etched into world rallying folklore. The greats have run those roads and conquered them. The Orme, 1976, was conquered by a Sandro on song in a Stratos. What music Munari made in Llandudno. Ten years on and Markku Alen thunders his Delta S4 through Penmachno faster than anybody. That was then. This is now. The place remains the same. And everywhere looks the same in the dark. The first three stages of this year’s Wales Rally GB, on Thursday 14 November, will all be tackled under the stars. Like I said: it’s all good news this time. The Great Orme is the most northerly of Welsh mainland stages (although technically, you could cross the Menai
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“I was really impressed with the facilities at BPS. Their service allows any driver to hone their skills in a professional environment.” Anthony Davidson “I’ve taken a few drivers from junior Formulae to BPS and they all came away having improved their driving technique without putting a huge dent in their budget.” Karun Chandhok “Driving the Base Performance Simulator was very useful for me. It is a very professional set up here and I’m already thinking about my next visit as they have a huge number of circuits to try.” Nick Heidfeld
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12/07/2013 15:16
Wales Rally GB
ALASTAIR STALEY/GP2 SERIES MEDIA SERVICE
The route for this year’s Wales Rally GB is a genuine revelation... roads untouched by rally cars since the 1960s are back for this season
Welsh stages which have not seen action in decades will be revived for this year’s round of the WRC
Some of Wales’ greatest rally stages - such as Clocaenog Forest, left - have been revived for this year’s event
Bridge and compete on the Isle of Anglesey) and it is very north. Anybody running wide on one of the many left-handers on the rally’s final stage will make a damp discovery of just how north… the Irish Sea provides the run-off. The route for this year’s Wales Rally GB is a genuine revelation. Thanks to close cooperation between route coordinator Andrew Kellitt and the Forestry Commission, roads untouched by rally cars since the 1960s are back for this season. Perhaps the biggest thanks should go to Welsh Minister for the Economy, Edwina Hart, who has committed government backing to an event she firmly believes will benefit a nation’s burgeoning automotive sector. A sector already turning over in excess of £3 billion. In backing Britain’s round of the World Rally Championship, Hart wanted a more nationwide spread of the rally through
Wales, encompassing the automotive heartland in which Toyota’s Deeside engine factory sits. It’s this facility which will be at the centre of planet WRC during rally week. And this facility provides the best service park ever for Rally GB. Having gone through some tough years, Wales Rally GB chief executive Andrew Coe is delighted with what he and his team have achieved in a year. “After last year’s event, we listened,” says Coe. “We listened to the media, to competitors, and really importantly, to the fans. And most importantly, we feel we have delivered on what they wanted. There was a desire to see stately home stages back on the route and they are. Some people wanted night stages back; lower ticket prices; easier access for single stages and competitors wanted lower entry fees and a range of options on the national rally. We have delivered across the board on the promises we made.” And the team hasn’t just focused on the hardcore fans. At the ever-popular Sweet Lamb stage on Friday 15 November, and at the spectator stages on Saturday and Sunday – Chirk Castle and Kinmel Park respectively – the organisers will run RallyFest Stages, providing day-long family entertainment including live music, big screens, a catering village and a Rally Dome which will provide cover if the weather turns… wintery. Coe adds: “We really have pulled out all of the stops this time. If this doesn’t bring rally fans out to our round of the world Autumn 2013 www.msauk.org 33
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Wales Rally GB
championship, I honestly don’t know what will!” Howard Davies is a veteran of 15 Rally GBs alongside fellow Welshman and rally legend Gwyndaf Evans. Davies was at the early summer launch of this year’s route in Llandudno. Revealed to critical acclaim, Davies was among the first to stand and applaud. “I think they’ve done a fantastic job,” he says. “These stages really are fantastic. The new one in Gwydyr is fantastic and going back to Penllyn up by Bala, I won’t forget that, because Gwyndaf [Evans] and I were second quickest to Colin McRae. We were in the Q8 car [Ford Sierra Cosworth 4x4] and I remember being completely sideways for 100 metres all the way down the road to a hairpin. It’s a beautiful stage. Beautiful.” Evans’ son and reigning WRC Academy champion Elfyn is delighted with what he’s seen of the route. He says: “I know I’m biased, but those stages – especially the ones in mid-Wales around Dyfi – are just the best in the world. I can’t wait for this year’s event. It’s going to be something special.” Not long for Elfyn, Howard, you or I to wait now…
WALES RALLY GB: ALL YOU NEED TO KNOW ■ Wales Rally GB is the final round of the FIA World Rally Championship. ■ The event is based in Deeside, Flintshire, where the rally cars will be serviced at least once every day during the rally. ■ Tickets for this year have been heavily reduced and start from £15 (which includes a £7.50 programme) for a single stage access and £33 for a day pass. Event-long World Rally Passes cost £99, down from £130 in 2012. Children aged eight and under can visit for free, and kids aged 9-15 can see all 24 stages for £1. Full details and tickets are available from www.walesrallygb.com ■ Wales Rally GB starts from Conwy Castle on Thursday 14 November and finishes on the seafront in Llandudno on Sunday 17 November. ■ Following the start in Conwy, crews will face night stages in Gwydyr, Penmachno and Clocaenog. ■ Friday takes the rally to its southernmost point on a day based out of a remote service in Newtown. Hafren, Sweet Lamb and Myherin are the stages for the day.
■ The weekend begins with more midWales action in Dyfnant, Gartheiniog and Dyfi – with a regroup in Machynlleth. ■ The final day, Sunday 17 November, means a return to Dyfnant and Clocaenog, with the added bonus of a new stage at Penllyn and a run around the Great Orme – an asphalt headland stage close to the finish in Llandudno. ■ Wales Rally GB will also feature a return to stately home-style stages this year, with Chirk Castle run twice on Saturday and Kinmel Park run twice on Sunday. ■ Almost all the stages offer great spectator access, but the fan’s favourite has to be Sweet Lamb. ■ As well as concluding this year’s WRC, Wales Rally GB is set to be the climax of the domestic rallying season, with a low entry fee of £1,500 for amateur entries holding an MSA Competition Licence. Two new national rallies are also running on the Friday, Saturday and Sunday, sharing the same routes and facilities as the international event. For more information visit www.walesrallygb.com/competitors
LAT PHOTOGRAPHIC
Memories of Colin McRae’s 1995 Wales Rally GB victory will return thanks to this year’s route
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role play
Putting a perfect rally together requires excellent communication and organisational skills
HEAD OF THE CHAIN Only the cool-headed become clerk of the course, the person in charge of an entire event – from rules, to volunteers and drivers As job titles go, clerk of the course is possibly one of the
JAKOB EBREY
most misleading in motor sport. It conjures
an image of a suited official peering from the start line down a rally stage or pit straight to check that nothing untoward is about to happen before the lights go out. Yet this is a role which is more accurately described as being ‘like the MD of a company’. “You are responsible for every aspect of the event organisation,” explains Jonathan Lord, an international rally clerk of the course. “With the RSAC Scottish Rally, I’m responsible for putting the route together, the budget, the regulations and, in our case, putting together the sponsors.”
And that’s just to make the event happen! When the rally comes around, Lord says the first thing is to make sure the event is run according to the regulations laid down by the MSA. You must also take responsibility for the volunteers and be the first judicial port of call for competitors. Lord suggests a thick skin is essential. “You are never going to please everybody and when you make a decision, some people will be pleased and others won’t.” He points out that you must also be skilled at meeting deadlines: “It’s no good putting a perfect rally together for a week next Friday when your rally is this Saturday.” Lord started out as a marshal and graduated to stage commander and zero-car
co-driver, before first becoming clerk of the course for the Scottish Rally in 1982. He recommends marshalling as a great starting point for anyone interested in such a job, which is often remunerated, and adds, “At the same time, if you get the chance to compete then it will let you see things from a competitor’s point of view, which can improve the way you are clerk of the course.” BRSCC chairman and FIA race director Bernard Cottrell is leading a new recruitment scheme to train people for the role of clerk of the course, with 10 people currently taking part in the tuition. “It is very important because people pay a lot of money to go racing and they expect a decent service,” he says. “It isn’t just about people working their way up through the ranks or being ex-drivers. “A big part of the job is managing people and the clerk of the course has to be able to communicate. For example, I can be at Paul Ricard for the Blancpain Endurance Championship with 65 cars and three drivers in each one – that’s 200 drivers – and you have to be able to put your point across. It’s about working with them to get their cooperation.” A new recruitment scheme will begin next year, so if you feel you have the people skills – and thick skin – to take on the job, then you can contact Cottrell at bernard@brscc.co.uk for more information. Autumn 2013 www.msauk.org 37
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versatile drivers
IS MODERN MOTOR SPORT TOO SPECIFIC?
In a rally situation, particularly in low grip conditions, you were probably losing time if you were going in a straight line.” Porsche prototype. An impressive feat, but External factors have certainly made this the achievement was all the more remarkable because he’d also won Rallye Monte Carlo the type of racing versatility less prevalent in the modern age; longer seasons, greater PR week before in a Porsche 911. A few months commitments and contractual clauses stand later, he would score Formula 1 points for in the way of professional drivers dabbling clinching fourth at Rouen on his debut. with other forms of our sport. “In my day we Extrapolating that into a present day didn’t get paid millions of dollars to drive scenario, one can just about conceive of in one particular series,” adds Elford, “so if 2013 Rallye Monte Carlo winner Sébastien racing was how we earned our living we had Loeb – considered by many to be today’s to go out and drive as much as we could, most versatile driver – winning at Daytona whenever we could and in whatever we given the right machinery. But scoring could. It was a way of earning a crust.” F1 points on his debut? Not a chance. He Toyota LMP1 driver Anthony Davidson proved that by failing to break into the top thinks there are other factors at 10 of the Porsche Mobil 1 Supercup hand: “Every category demands at two attempts earlier this year. Vic Elford was able to compete Elford was one of an elite group successfully of versatile drivers who regularly across motor sport disciplines competed across motorsport disciplines with success during the Sixties and Seventies. “It wasn’t impossible, but there weren’t that many of us who could do it. I was very comfortable driving rally cars in the ice and snow, and just as happy driving a racing prototype at Daytona,” says Elford. “In terms of driving style there was a little cross over between the Monte and Daytona, but primarily they were two different sets of skills. When I was on a race track I would always drive like I was on rails. If the car was going sideways, you were losing time. In February 1968, Vic Elford won the Daytona 24 Hours aboard a
its own techniques,” he told Motor Sport magazine. “If a top Formula 1 driver did a British Touring Car Championship race, any of the top touring car drivers would whip him. “It’s not like the old days when you’d get a Stirling Moss or a Jim Clark going around all the different disciplines of the sport in one meeting and being at the sharp end of all of them. Modern motor racing is far more specific, with experts at each discipline.” Indeed, greater specificity has probably played as much of a role in the decline of the versatile driver as all of the contractual factors combined. Regardless of discipline, today’s cars are more finely honed to suit the specific demands of that discipline than ever before, and the driving styles required to get the most out of them are now much more specific to each branch of motorsport. There is clearly crossover between F1 and prototypes – it’s a well trodden path – but the rallying and circuit racing skill sets are now so far removed from one another that it’s nigh impossible for a driver to develop both to a winning standard. Witness 2007 F1 World Champion Kimi Räikkönen’s travails during two years in the World Rally Championship. He recorded a best result of fifth and spent most of his time battling with amateur crews. The Finn’s immense circuit racing abilities counted for very little on the stages because the skill sets have become more specialised.
LAT
It used to be common for stars to compete in more than one discipline, so why are professional drivers now so specialised, asks Dan Prosser
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Elford winning the 1968 Daytona 24 Hours in a Porsche 907
Autumn 2013 www.msauk.org 39
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versatile drivers Greater specificity has probably played as much of a role in the decline of the versatile driver as all of the contractual factors combined
Clockwise from top: Vic Elford scoring points for McLaren in the 1969 French GP; racing for Porsche in the 1971 Monza 1000kms; competing at Le Mans in 1970; winning the Monte Carlo Rally for Porsche in 1968
LAT
Physical conditioning could also be a factor. Drivers are now so well conditioned for their chosen form of racing that their fitness for other categories is compromised. “The aerobic fitness requirements of rallying and endurance racing are comparative,” reckons John Camilleri of Driver Performance. “In single-seaters, though, the demands are very different. The G-forces, for instance, require massive neck strength. The approach to fitness for singleseaters would be very different compared to rallying.”
There are many reasons that today’s elite drivers aren’t able to win across disciplines, it seems, but that shouldn’t stop drivers from trying their hand at other forms of the sport, says MSA Performance Director Robert Reid. “In sport generally, there’s been a move towards specialising earlier on,” he suggests. “I don’t think that’s healthy. In anything you do, you can never have too much mental or physical agility. “Kids shouldn’t just focus singlemindedly on karting, but also be involved in football and other F1 world sports to improve their mental and champion Räikkönen physical agility. Being very focused competing at early on isn’t necessarily the best Rally Portugal route for future performance. “Team UK, for example, is multidiscipline, so the drivers can learn from one another and broaden their horizons. It also helps to get them outside of their comfort zones; I’d like to think that one of the reasons Räikkönen is doing so well at Lotus is because he spent two years outside of his comfort zone.”
Although elite-level drivers may not compete across disciplines with much success these days, clubman competitors certainly do. John Fox, for example, competes in trials, autotests, sprints and hillclimbs. “I’m a bit of a Jack of all trades, so competing in lots of different disciplines suits my personality,” he says. “In terms of learning there is a point of diminishing returns when you’ve been in one discipline for a long time, so it starts to cost a lot of money to continue to improve. “I can improve as a driver much more quickly if I try different types of motorsport. I like to keep a record of my sprint times; I’ve been 0.5s faster this year compared to last and much of that is because I compete across the sport. Some of the skills I learn on grass in trials, for example, help me to be quicker on wet tarmac.” The inter-discipline professional driver may be a thing of the past, but that shouldn’t deter today’s competitors – elite or clubman – from trying their hand at something a little different. Autumn 2013 www.msauk.org 41
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Porsche Human Performance
FIT FOR PURPOSE Testing a driver’s fitness can help transform their ability behind the wheel, says Andy Blow of the Porsche Human Performance Centre If you use a gym to keep in shape in between events, the chances
are you have a well-worn routine which takes you from one machine to another, and which you might have been using for years. So when was the last time you had a fitness test? Fitness testing in motor sport enables a driver to assess objectively their strengths and weaknesses, and also aids in the design of a tailored training programme to help them to improve key areas. Performance in various tests can be compared against ‘normative’ data to see where a driver is in comparison to others, and just as importantly a ‘test/re-test’ system can be used to see how they are improving (or not) over time. Unlike those who participate in traditional athletic events, it is not always immediately clear what kind of fitness is required to be a good racing driver. The demands of the sport are so varied that it is impossible to give generic guidelines. However, there are some characteristics worth measuring for all drivers: 1) Body composition. This looks at a driver’s height, weight and ideally their ratio of body fat to Ben Norfolk undergoing a muscle mass. It can be fitness test at the Porsche Human Performance Centre
estimated using simple scales and a tape measure, using skin fold callipers to ‘pinch’ fat, or measured more accurately using technology that includes bioelectrical impedance or x-rays. A top driver ideally needs to be very lean (low body fat) and reasonably strong (normal to above average muscle mass) and preferably not too tall (especially for single-seat racing). This allows them to be relatively light (good for power to weight ratio) and also assists in cooling in a hot environment as excess body fat is an insulator, keeping heat in. 2) Aerobic fitness. This might be referred to generally as ‘endurance’ or ‘stamina’ and a good level of aerobic conditioning means a driver is less likely to become fatigued during a race. A fatigued driver is more prone to making errors. Aerobic fitness can be measured in numerous ways including in a sports science lab where VO2 max (oxygen consumption) and/or blood samples are evaluated during a stepped exercise test, or in more low-tech ways such as doing timed runs or bike rides on a pre-measured distance or course. 3) Strength. There is a lot made of neck strength for motor racing, but in reality a good level of robust strength in all body parts is the main requirement. This is for two reasons: firstly to resist fatigue and secondly, a strong body is far more likely to come out of a crash situation in better shape and recover more quickly. Strength can be measured in numerous ways, but normally a series of body weight resistance exercises such as pull-ups, press-ups, jumps, plank holds and other simple measures give a good indication of muscular strength and endurance. Other tests such as those for reaction and coordination, flexibility and agility can be useful in a more comprehensive testing procedure. To demonstrate the kind of difference you might see in fitness between drivers at different levels, and also the effect a structured approach to training and diet can have on an amateur driver, we revisit the two drivers we met in the last issue. Professional GP2 racing driver James Calado would be expected to be very fit as he is aiming to reach
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ALASTAIR STALEY/GP2 SERIES MEDIA SERVICE
James Calado is using a tailored training programme to help improve his fitness - and therefore his performance on the track
Formula 1 in the near future, while Ben Norfolk is a keen amateur driver competing in hill climbs and sprint events. At his most recent fitness test with Porsche Human Performance, Calado was measured at 9% body fat (the ideal range for a professional male driver is between 8-12%). He ran to a top speed of 16kph in his aerobic fitness test (the range for a top driver would be between 16-18kph) and in his basic strength tests his grip strength was measured at over 60kgf. He achieved 12 pull-ups and 50-plus press-ups. All of these indicate a good level of strength for a competitor at world-class level. On his first ever fitness test with Porsche Human Performance, Norfolk was measured at just under 15% body fat, he ran at a top speed of 16kph, and in basic strength tests his grip was around 52kgf. He achieved zero pull-ups and 30 press-ups. As a keen runner as well as a racing driver these results were above average, but still lagging slightly behind James’ results.
Fitness assessments can provide the objective data, direction and motivation to help drivers at any level to improve However, at a repeat test after three months of taking care of his nutrition and making some minor modifications to his training, Ben succeeded in losing a staggering 6.5kg (14.3lb) of fat, bringing him down to about 7%. This contributed to a vastly improved power-toweight ratio that in turn helped him to improve his aerobic test to a maximum speed of 17kph and increase the amount of pull-ups he did from zero to five. All his other test results came out similar or slightly better. Norfolk said: “I feel better and am more confident that I am doing everything I can to achieve my peak performance. I am more able
to withstand the rigours of racing, from the simple things of turning a non-power assisted steering wheel with 7” wide slicks, to reacting better to the race/rest/race cycles involved in sprints and hill climbs. “The Porsche Human Performance team gradually changed how I go about my eating and training to allow me to adapt the lifestyle I used to lead into gains on the track, in my running and also my lifelong health. The results have been so obvious, I can’t understand why everyone isn’t doing it!” If used correctly, fitness assessments can provide the objective data, direction and motivation to help drivers at any level to improve their physical conditioning and health to the extent that it has a positive impact on their motor sport and beyond. For more information visit www.porsche.com/silverstone/en/humanperformance-center/ or call 01327 855074 Autumn 2013 www.msauk.org 43
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Hill climb
Following his inaugural drive in a singleseater in 2002, Moody has not looked back
IN THE MOOD
It’s one thing talking about motor sport – but how is it for a commentator to sit in the hot seat? Toby Moody tells us why he loves hill climbing
JAKOB EBREY/LAT
Moving from one side of the microphone to another was
something I never really planned. It all looked a bit too expensive and risky, but someone offered me a drive in a Force 1100cc single seater back in 2002. It looked a stunning car and was driven well by the owner: it was too good an offer to refuse. It was the first time I’d driven a motorcycleengined car and I struggled to appreciate how high you had to rev it compared to a bike engine ‘in a bike’ in order to get it off the line. With hot, sticky rears providing new levels of grip, I eventually got it going at Shelsley Walsh. I was so nervous in someone else’s car – and a class record-holding car at that – but all I wanted was to do a sub-30-second run
up the historic 1000 yards where I had been brought into the world of motor sport. I did a sub-30 on my third run, 29.51 on my first class run and a spin on my second! However, through driving the car I met Bill Chaplin who had Force Racing cars before he sold it in 2006. He now runs Empire Racing Cars, designing and building hill climb specials, and it is with Bill that I share a car and in which we have both had success. We initially had a 600cc engine in the back of it and aimed to get some records that we thought were out of reach. But with your head down and some hard work, someone will get them, so why not us? Hours and hours in a cold workshop and masses of knowledge and tricks from Bill meant Autumn 2013 www.msauk.org 45
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Hill climb
Moody was unbeaten at Shelsley Walsh for two-and-ahalf years
We know that you cannot stand still in motor sport, so we are always thinking of a tweak here or there we had a car that was quick and very lightweight at 270kg. I was unbeaten at Shelsley Walsh for two-and-a-half years, eventually getting down to 28.49 seconds... later to see the bank coming at me at Top S and thinking, “Do I lift or risk the car?” I lifted and got pipped by 0.16 and a far better driver! I took 0.6 seconds off the Prescott 600cc record but they didn’t give it to me because it was an odd class, but it was a run where, to steal someone else’s line, I was “off at every corner”. Last September Bill took it officially, so it is now in stone. Bill also holds the Loton Park record with the car so we knew we had a package to be able to upgrade to the 1100cc class, which is what we’ve done this year. Radial tyres, and some much better aero, are now on the car and we were very happy when I got third first time out in 2013; had I registered for the British Championship I would have got in the top 12 run-off. We know that you cannot
stand still in motor sport, so we are always thinking of a tweak here or there, but moreover we go to have fun and have a great weekend. I believe that my time-trial cycling background has helped with the mental approach needed for hill climbing, where every yard has to be perfect; no warm-up laps or a half spin you can get away with. Bang! On it. I can’t do many events due to work commitments, but we like going to Gurston Down, Prescott, Loton Park and, of course, Shelsley Walsh. It is the place where I really wanted a record and got one. To be then awarded a solid silver trophy that had previously been won at Shelsley by Sir Henry Seagrave in 1929 was quite something. In fact, whenever the calendars appear for the year ahead I always see if I can do August Shelsley, because that is ‘the one’ in the hill climb-world. It is the Lords, the Wimbledon, the Monaco; while for me it is a magical and
historic place with many ghosts. I miss commentating at Shelsley because it’s fun, but it also means a great deal to me as that is where I did my first-ever commentary, in 1992. There’ll be time for that in the future. In the meantime, we have a new car in the pipeline so I will be driving for a few more years yet. That thrill of coming to the line with just this hill in front of you that has been tackled by Collins, Moss, Stück, Bira, Bell and Priaulx to name a few is something that gets in your blood. What competing has done is to give me an extra view into the minds of the MotoGP riders, Le Mans drivers or X Games RallyCross drivers that I brush shoulders with, because most of them want the latest part or any advantage they can squeeze from their package. And that is what I feel when hill climbing. www.empireracingcars.com www.shelsley-walsh.co.uk
Autumn 2013 www.msauk.org 47
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Toolkit
IN THIS
ISSUE: Buyer’s guide to brake products p50 Let’s try… Car Trials p53 TechnoFile: paint work p57 Judicial decisions p61
News, products and advice for club competitors
WIN!
WIN TICKETS TO WALES RALLY GB! MAGAZINE ON THE MOVE
Members can now read MSA online, on screen or via a tablet, simply by visiting msauk.org.
If David Evans’ brilliant feature on this year’s revamped Wales Rally GB (starting on p30) has whet your appetite for some World Rally Championship action, then you won’t want to miss our competition. We have two World Rally Passes to give away to the main winner, and a pair of Saturday passes for the runner-up. Both prizes come with car park passes and to be in with a chance of winning, simply answer the following question.
Which of the following is a stage on this year’s Wales Rally GB: a) The Great Bear b) The Great Orme c) The Great Escape To enter, email your answer – along with your name, address and telephone number – to msa@thinkpublishing.co.uk by 27 September. A winner and runner-up will be chosen at random from all correct entries.
PRODUCT
ENGINE COOLANT LAUNCHED www.evanscoolants.co.uk Evans Coolants has launched a new waterless engine coolant, a product it describes as ‘revolutionary’ thanks to a boiling point that is above 180 degrees. Said to eliminate overheating, boil-over and after-boil, Evans Coolants says the new product is proven to increase engine reliability, reduce maintenance costs and boost performance. The coolant is designed to improve combustion, maximise BHP and prevent corrosion, and allows the cooling system to run at a lower pressure, reducing the strain on hoses and other engine components. One fill will last the life of the engine and blends are available for performance cars, classic and vintage, and heavy duty, among others. To find out more, visit www.evanscoolants.co.uk or call +44 (0)1792 572299.
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BUYER’S
GUIDE
Give us a brake
With braking technology under constant development and improvement, we guide you through some of the top suppliers in the market AP Racing
What do they offer? Renowned brake component manufacturer AP Racing say they are constantly refining the technology in the AP Racing Radi-CAL caliper. The patented design, which draws on AP’s expertise in the motor sport arena, was first developed in 2007. Why should I choose them? AP Racing say the Radi-CAL concept offers less mass, improved rigidity and better cooling characteristics than conventional brake caliper designs. Where can I find out more? Contact Joe Bennett at AP Racing on +44 (0)247 688 3348 or joe.bennett@apracing.co.uk
Racepads.co.uk
What do they offer? Online retailer www.racepads. co.uk stock a range of brake pads from respected manufacturer PAGID, which this year launched six new materials which they say will dramatically extend performance boundaries. Why should I choose them? The PAGID RSL is said to have increased bite and a high temperature operating range; the RST range of four materials has a graduation of high friction with high fade resistance for different applications; and the RSC is specifically developed for ceramic disc applications. Where can I find out more? Full performance details are available at www.racepads.co.uk
CREDIT
Mode Performance
What do they offer? Mode Performance are the UK racing distributor for leading Italian brake manufacturer Brembo. Why should I choose them? Brembo brakes are used by leading manufacturers and teams around the world from Formula 1 to both domestic and international sportscar and touring car series. Their brake kits offer reduced heat build-up and fade, as well as huge stopping power. Where can I find out more? For information on the range of Brembo Racing Products email steve@ modeperformance.co.uk or call +44 (0)1327 855999
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buyer’s guide POLE POSITION
what’s hot
The products making a mark this autumn
Custom earplugs
Compbrake.com
What do they offer? Brake component website www.compbrake.com can design and custom manufacture professional-grade performance parts from big brake kits to calipers. Why should I choose them? As well as individual brake components, Compbrake specialises in complete brake kits, which include all you need to upgrade the braking system on your competition car. They say that these brake kits are suitable for the most aggressive driving styles and can be further customised to your preferred settings with the use of a bias proportioning valve. Where can I find out more? Visit www. compbrake.com or email sales@compbrake.com.
www.acscustom.com/motorsport Earplugs may not be the first consideration in the world of motor sport, but measurements taken by the Occupational Health and Safety Service show that at a speed of 50mph the sound level under a helmet is over 90 decibels. A custom-moulded product, such as the ACS PRO Series, allows you to enjoy your sport whilst staying in tune with your surroundings. Perfect for in the car, the pits, garage or spectating, to see the full range go to www. acscustom.com/motorsport
Digital dash and data logger
www.bjr-technology.co.uk The L-Sys2 from BJR Technology is a GPS digital dashboard and 10Hz data logger. Designed for the club racer and trackday enthusiast, it aims to keep everything clear and simple, whilst providing valuable real-time data to aid the driver. By adding video from your own camera to the L-Sys2 data, it is possible to use the RR Video Software to create data overlays to your on-track footage. This system is user-friendly, yet powerful, and kits start from as little as £395, all-inclusive. Visit www.bjr-technology.co.uk for more information.
Low-weight batteries
Cambridge Motorsport Parts
What do they offer? Cambridge Motorsport Parts are the UK distributor for brake pad manufacturer Hawk Performance, which offer high performance pads for all types of competition use. Why should I choose them? The DTC (Dynamic Torque Control) range compounds are said to offer high friction levels and a wide temperature range, combined with torque/driver pedal control and release characteristics to maximise braking without wheel lock-up. Where can I find out more? Call Cambridge Motorsport Parts on +44 (0)1462 684300 or visit www. cambridgemotorsport.com
www.racecarbattery.co.uk Ballistic Performance Components have launched the EVO2 range of low-weight, high-output batteries for racing and trackday cars. The batteries use customdesigned lithium ferrous phosphate (LiFePO4) cells, which the company says can deliver an enormous amount of power in a very short time and then recover very quickly. In competition, the sealed construction of the EVO2 makes it leak-proof, safe and suitable for mounting in any place. The EVO2 batteries are purpose-built, designed, engineered and manufactured in the USA, and the custom-made cells, cases and connectors are specifically designed for power sport applications. The EVO2 can be used with conventional on-board charging systems or an ordinary mains battery charger. Ballistic can supply a standard, approved charger or the optional Ballistic Battery Management System – a digital unit that charges and balances each of the cells in the battery. For details of optional equipment, please visit www.racecarbattery.co.uk Autumn 2013 www.msauk.org
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01327 858 349 03/07/2013 16:16
Let’s try
Car Trials are one of several forms of competition you can do in your road car
LET’S TRY…
CAR TRIALS Those in the know head to the hills for thrills with their road car and bouncer, discovers Ben Anderson It seems there are plenty of places you can find cheap motor
sport fun with your road car, if you know where to look. First we took to an airfield to discover low-speed car control in AutoSolo; then we headed out onto the roads at night to learn the key skills for navigating a Road Rally. So where next, I hear you cry? Why, to the hills dear boy! Trials of one form or another go back more than 100 years, but really took off (like so much else in our sport) after the Second World War. Sporting Trials are the ultimate form of off-road competition, using specialist vehicles to clamber up courses in the most efficient way possible. Production Car Trials (for road cars) started in the 1960s.
The name of the game in Car Trials is not speed, but efficiency and accuracy. Events take place mostly on wasteland, or nongrazing farmland. Drivers compete over a number of hills, known as ‘sections’, aiming to climb all the courses without stopping, rolling backwards or hitting penalty markers. The markers start with a 12 and go down to one at the top of the course. There are usually around 10 sections to each event, which are repeated typically three or four times over the course of a day. Drivers win their class by scoring the least number of penalties, while the overall winner is decided by an index of performance set out in the MSA Blue Book. Each car is required to carry a passenger (known as a bouncer), who helps the driver
keep the car climbing the slopes by shifting in the seat to improve the car’s weight distribution. The ‘bouncer’ can move where they like, so long as they “keep their bum in the seat and their arms and legs inside the car”. So says Mike Jones, who began competing in Trials in the 1960s, and has coordinated the MSA British Championship since 1991. “In those days I was living in Devon and got involved in various forms of motor sport through the local motor clubs,” he recalls. “I found out I had an affinity for driving on grass, which is not something everyone has! “Most kids just want to go out and do rallies, because it’s all they think there is, but there’s an awful lot of skill to Car Trials. Autumn 2013 www.msauk.org 53
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Let’s try It’s not necessarily the fastest person who wins, in fact ours is probably the slowest motor sport there is! In slalom skiing they go down hills through pairs of gates. In our sport we do a similar thing, but start at the bottom of the hill.” The MSA championship began in 1970. It runs from February until September and only 18 drivers have won the title in over four decades of competition. The most successful of these is Barrie Parker, who won his first title in 1987, was unbeaten from 1999 until 2004 and last won the MSA crown in 2011. Jones has sat alongside Parker on several occasions and says Car Trials is a sport that rewards high-precision driving over speed. “It’s not necessarily the fastest person who wins, in fact ours is probably the slowest motor sport there is!” he says. “You have to be accurate. You’ve got to have your line worked out in your mind and if you don’t get that right you’re in trouble. You’re not allowed to go backwards at all, and once you come to a complete standstill you’ve got three seconds to get going again or it’s end of story. “It takes a lot of discipline to resist the instinct to accelerate when you start losing traction,” adds Jones. “If you do, you just get more wheelspin and end up going nowhere. Barrie is a very talented driver and a brilliant exponent of building speed and carrying it into the places you need it. He can accelerate from a standing start better than most.” You can enter a Car Trial for as little as £25, so long as you are a member of a recognised motor club. The British Cars are required to climb up hill through Championship has four classes: three pairs of gates - without catering for two-wheel-drive cars, plus stopping. If you go backwards or stand a more exotic fourth class for specials, still for more than three seconds, your hill is over
Car Trials is a sport that rewards high-precision driving over speed
kit cars and others that don’t fit the conventional categories. Each class specifies minimum tyre pressures as a safety precaution against tyres separating from wheel rims in corners. In the more specialist world of Sporting Trials, competitors will bolt their tyres to the rims and run pressures as low as 2psi... “We’ve got classes for everything,” says Jones. “Nick Pollitt, who chairs the Car Trials committee for the MSA, drives a Citroen Saxo and was fourth overall in the championship last year; and we have John Waddington, who was a works BMC Mini driver when rallying was proper rallying. He is probably the oldest competitor we have. “We get all sorts of cars and all sorts of people. It’s not a spectator sport, but the people who do it always enjoy themselves.” Autumn 2013 www.msauk.org 55
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BOSCH FUEL PUMP ASSEMBLY VIEW MORE
technofile TECHNO
FILE
Paintwork - like the iconic blue livery of the Subaru shown here - can make a car instantly recognisable
WATCHING PAINT
FLY
When a scarlet Ferrari or a deep green Aston Martin whizzes past, it’s enough to stir the soul. Ben Anderson looks at how to get great paintwork on your competition car
RALPH HARDWICK/LAT
Every motor sport fan has a favourite livery. Whether it’s
the simple scarlet red of Scuderia Ferrari, the deep lustre of British Racing Green, or the iconic blue, white and orange Gulf colours adorning Le Mans winners (and plenty of copycats!) down the years, the lick of paint on a competition car is like the features on a person’s face; it is identity. Steve Goddard’s SGM Racepaint concern has more than two decades worth of experience in giving competition cars their identities. Most famously, his company
created the iconic blue liveries on the Subarus that made Colin McRae, Richard Burns and Petter Solberg World Rally Champions in the 1990s and early 2000s. “I started off as a normal car body repairer doing road cars,” Goddard recalls. “But because there’s a lot of motor sport around our area in Banbury, there were plenty of race and rally teams that wanted paintwork doing. We did most of Prodrive’s race and rally cars. They’ve got a museum and some of the cars we’ve painted over the years are in there.”
Goddard says the main difference between painting cars for the road and painting them for competition is the need to save weight. This means the process for companies like SGM is quite involved. First, the bodywork is stripped back and sanded down, taking extra care not to damage the material if it’s something delicate like carbon fibre. Some bodywork will already have been dipped in acid or sandblasted in preparation. “The Subarus in their day were dipped bare-metal shells that came to us ready,” says Goddard.
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technofile “We just gave them a little prep and got on with it.” The next stage is to ‘prime’ the surface using an ‘acid etch’, which is put on the bodywork to stop the paint peeling off the metal. Bodyshops will then use filler (something Goddard describes as a ‘swear word’ in motor sport because it adds weight) to smooth out any imperfections in the surface. Once the bodywork has been ‘primed’ (a layer of base paint that covers up the previous work), it’s time to add the lacquer. The painting all takes place in a special temperature-controlled booth, which is set to about 18-20 degrees centigrade. Filtered clean air is blown over the vehicle, which must be allowed to sit for 15-20 minutes after painting to allow any solvents to evaporate, or else the paint will ‘pop’. After that, the booth is cranked up to 70 degrees for around 45 minutes to ‘cure’ the paint. “Just like cooking your roast beef in the oven,” says Goddard. Some teams will go to great lengths to ensure their ‘identity’ remains a secret by
The lick of paint on a competition car is like the features on a person’s face; it is identity
using special one-off paints. “A lot of teams ask for fluorescents and pearls because they want to look the smartest,” Goddard adds. “McLaren’s chrome effect is a bit of a secret, exclusive to them, and it’s a difficult process to do. “When we started with the Subarus we had a solid blue on McRae’s Group A title winner, but the Burns and Solberg cars were a pearl blue mica, which required a base coat and a lacquer that was exclusively developed for Prodrive by a German company called Standox. The lacquer added weight, so we didn’t put it on any places you couldn’t see, like inside the bonnet or the wheel arches, and we didn’t put any paint at all on the floor. It would just go rusty until the car came back to be re-worked after one or two rallies.” Mark Turner’s Silverstone Paint Technology has been painting racing cars for nearly 10 years. Turner began his career as a mechanic for the Jordan Grand Prix team in the late 1990s. He left in 2004, began working on sportscars, and set up his own paint shop “because I struggled to find anyone who could paint composites”. He works mainly in F1 and his clients include Red Bull and Marussia. “We paint everything for Marussia,” says Turner. “Cars, helmets, garage banners, anything they need; even down to a bin they might take to a race!”
The ultra-competitive sporting and commercial F1 arena places extra pressure on Turner’s team to make the cars look as good as possible without adding unnecessary weight. “It’s always a compromise between weight and looks, but in an ideal world they want both,” he explains. “We weigh everything we paint and keep records. If we repaint something, we will strip it right back and start again. If you weigh a nosecone at the beginning of the season, it should weigh the same at the end, even though you’ve repainted it 15 times. That’s our target.” Turner’s team has become renowned for its weight-saving skills. “We painted a Superleague Formula car for Alan Docking Racing a few years ago,” he recalls. “They were old IndyCar chassis, which were a bit rough and ready, but they always looked so smooth. You need lots of filler to do that, so we stripped it right back and started again. We took nigh-on 2kg off the car and ended up painting a further three after the next race as people cottoned on! “We’re all ex-motorsport people here; one guy is ex-BAR/Honda/Brawn, so we all have the same broad understanding of what race teams need to achieve.”
GLENN DUNBAR /LAT
In the F1 arena there is pressure to make the cars look as as good as possible without adding weight
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national court
MOTOR SPORTS COUNCIL NATIONAL COURT SITTING TUESDAY 14 MAY 2013 Tony Scott Andrews (Chairman) Bob Kettleboro
Rick Smith
CASE No J2013/03 & J2013/04 In the matter of the Lancaster Motor Club (‘LMC’) and Mr Christopher A Paskin.
The National Court has today heard two Disciplinary cases brought before it by the Motor Sports Association (‘MSA’) involving the above named parties. The MSA is represented by Mr Carl Troman of counsel and the Court has heard evidence from Mr Robert Jones and Mr Simon Fowler, each of the MSA, in confirmation of documentation produced to the Court. The LMC is not represented and Mr Christopher Paskin is neither represented nor present despite receiving and acknowledging notice of the cases brought before the National Court by MSA. The first case related to three Autotest events. The second case related to a Rally. It is considered appropriate for both cases to be determined within this one decision. The facts, in chronological order, are as follows: Upon investigation by the MSA it became apparent that on the 28 July 2012 LMC organised an Autotest at Warton Stock Car Site. That event took place in the absence of any permit issued by the MSA. On 17 October 2012 LMC organised another Autotest, this time at ‘ai harrisons Bentham’. On
this occasion an on-line application for a permit was made, the permit being issued numbered 73724. The fee for that permit has never been paid despite repeated requests for payment being made by MSA. On 17/18 November 2012 LMC organised a Rally, entitled, perhaps appropriately, the Black Sheep Road Rally. Application for a permit was made to MSA and an event Organising Permit was duly issued, number 73544, together with Route Authorisation numbered 181/12. The fee for that permit also remains unpaid. Results for the Rally posted on Facebook by Mr Paskin show that at least 24 teams took part in the event. On 23 December 2012 a third Autotest was organised by LMC, the venue once again being the Warton Stock Car Track. This event also took place in the absence of any MSA permit. The ascertainable amount outstanding from LMC in respect of both permit fees and late payment fines as at 1 May 2013 is £501.80. Other monies remain payable to MSA in respect of per capita fees which will doubtless form the basis of a further claim for payment in due course. In 2012 application was made to MSA by LMC for registration as a new club. Mr C A Paskin was shown as both President and Chairman of the club. One Andrew Shepherd is shown on the Registration form as Club Treasurer but subsequently communicated with the MSA in terms that he was the treasurer in name only,
SITTING TUESDAY 2 JULY 2013 Guy Spollon (Chair) Mike Garton Ron McCabe CASE No J2013-09 Ma5da Racing This Matter has been referred to the MSC National Court for an Investigatory Hearing in accordance with C9 of the General Regulations. In particular the Court is asked to ascertain whether: 1. JHB Leisure Ltd trading as Ma5da Racing and/or Mr Jonathan Blake and/or the British Automobile Racing Club and/or Knockhill Motor Sports Club organised and/or operated and/or promoted and/or participated in and/or was connected with ‘Ma5da’ races and/or a ‘Ma5da’ championship in the absence of required MSA permits at: a) Pembrey on 6/7 April 2013 (BARC) b) Silverstone on 27 April 2013 (Track Attack Invitation Race) c) Knockhill on 26 May 2013 (Knockhill Motor Sports Club). 2. JHB Leisure Ltd trading as Ma5da Racing and/or Mr Jonathan Blake and/or the British Automobile Racing Club and/or Knockhill Motor Sports Club are organising and/or operating and/
or promoting and/or proposing to participate in and/or connected with ‘Ma5da’ races and/or a ‘Ma5da’ championship in the absence of required MSA permits at: a) Castle Combe on 15/16 June 2013 b) Cadwell Park in Anglesey on 20/21 July 2013 c) Donington Park on 3 August 2013 d) Croft on 7/8 September 2013. In 2008 a Notice of Intent to run a Championship was received by the MSA from Red Dragon Race and Track Club (RDRTC). The MSA refused permission as RDRTC had not been an MSA recognised club for 2 years (W1.3). Subsequently similar Notices of Intent were received by the MSA from BRSCC. They were refused on the basis that the series had been accumulating points. The decision was subsequently appealed to the National Court. The Appeal was allowed subject to a condition, namely that: “…BRSCC accepts and confirms in writing to the MSA that it, the BRSCC itself, is solely responsible for the operation of the championship and its compliance with MSA General Regulations.” A signed agreement was received from BRSCC on 14 January 2009 and Championship Permits were subsequently issued for:
had never received details of any monies paid to the club and had severed all ties with the club in October 2012. Similarly, one Andrew Holland was shown as Club Secretary but he also advised MSA that he should be removed as ‘contact for the Club’. Mr Paskin, however, has continued to correspond with MSA on behalf of the Club in his capacity as President and Chairman. Throughout that correspondence Mr Paskin has acknowledged that monies are owed by LMC to the MSA and despite assurances that payment will be made no such payment, whether in the amount owed or at all, has been received. Of particular concern is that it is a requirement both at law and under the MSA General Regulations that organisers of events such as the Black Sheep Rally must within 14 days of the event provide the MSA with all information specified at General Regulation D.2.6.4 and required by Standard Condition 17 of the Motor Vehicles (Competition and Trials) Regulations. Despite repeated requests made of Mr Paskin no such information has ever been received. This Court takes note that Mr Paskin is not only an MSA licence holder but was referred to in event literature for the Rally as Clerk of the Course. By virtue of the above it is clear that Mr Paskin is aware of the MSA General Regulations and of his responsibilities as a licence holder, an event official and as an officer of the Club. It is the case that Mr Paskin has organised events which have taken place without obtaining
the relevant permits, without ensuring paymentis made to MSA, without supplying relevant event information and documentation to the MSA and, of particular concern, has allowed competitors to participate in events for which they were entitled to assume insurance cover would be in place for their protection where no such insurance was provided as a result of the failure to obtain the relevant permits. It is the view of this Court that Mr Paskin – who, despite acknowledging today’s hearings, declined to attend – has shown a complete disregard for the regulations governing the sport and for the potential risks incurred by those taking part in events organised and officiated at by him. It is considered that he has thereby brought the sport into disrepute. The Court makes the following order: 1. LMC do forthwith pay to the MSA the said sum of £501.80. 2. A penalty of disqualification be imposed upon Mr Christopher Paskin (MSA General Regulation C.2.7 refers). 3. Any such licence as has been issued by MSA to Mr Christopher Paskin be suspended forthwith. 4. Mr Christopher Paskin to make a contribution towards the costs of these proceedings in the sum of One Thousand Pounds (£1,000).
1. A Ma5da Mx5 Championship and 2. An Autumn Ma5da Mx5 Championship. These Championship Permits were renewed in 2010, 2011 and 2012, together with the addition of the Ma5da Mx5 Cup in 2011. It is clear that the driving force behind these Championships was Mr Jonathan Blake. In July 2012 Mr Blake, describing himself as Championship Director of Ma5da Racing (MR), notified the BRSCC that he would not be appointing the BRSCC to hold any of MR’s permits or operate/administer their Championships in 2013 and beyond. It seems that Mr Blake thereafter appointed the Castle Combe Racing Club to obtain the relevant permissions for a Race Series or Championship. Notices of Intent were duly lodged with the MSA by the Castle Combe Racing Club. Authority to transfer the championship titles was refused by the BRSCC on 7 August 2012 and, indeed, Castle Combe Racing Club subsequently withdrew their Intents on 17 October 2012. Mr Blake then caused RDRTC to issue a Notice of Intent in November 2012. Authority to transfer titles was refused by BRSCC on 21 November 2012 and again on 21 December 2012. The Motor Racing Championship Control Panel (MRCCP) were requested to consider the
matter on 28 January 2013 and again on 15 February 2013 when permissions were refused and a letter was subsequently issued by Cheryl Lynch on behalf of the MSA to RDRTC dated 18 February 2013 in which it was stated that: “…in accordance with (D) 7.1.5 and (W) 1.1.6 of the General Regulations MSA was required to consult with BRSCC in regard to the transfer of championship title as they would be required to agree the transfer. “I must advise that such agreement has not been received and therefore MSA must refuse championship status to the RDRTC in regards to intents listed…” Surprisingly RDRTC indicated in February 2013 that they were not pursuing this matter further. For the avoidance of doubt it is worth recording that: 1. The provisions of the General Regulations do not provide for any process of consent and 2. Applications for Championship Permits are subject to annual application and thus considered on an annual basis for the purposes of permission and 3. Where a Championship Permit is held on behalf of a commercial entity then that entity is permitted to designate an alternative organiser to hold any such permits as may be granted while the ultimate decision relating to
TONY SCOTT ANDREWS
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national court successive renewal of permits is vested in the MSA. A subsequent review of the race programme and race results received with the MSA Stewards’ report from the BARC meeting held at Pembrey on 6/7 April 2013 indicated at face value that the Ma5da MX5 Race Series ran in that meeting. Further searches of the Ma5da Racing website also revealed inter alia references to Mr Blake being the “Championship Director”, a calendar of championship events, registration forms and championship regulations marked “Subject to MSA Approval”. The Inquiry had the advantage of hearing from Cheryl Lynch (MSA), Dale Wells (BARC), Jonathan Blake (Ma5da), Steve Burns (Knockhill) and Bernard Cottrell (BRSCC) as well as a wealth of documentation. The BARC Competitions Manager, Dale Wells, made it quite plain that : 1. The races at Pembrey were only supplied to Ma5da Racing as purely standalone races and not as races that were either (purporting to be) part of a “championship” or a “series”.
2. The race results and programme were in no way factual or evidential of what BARC actually provided as a service to Ma5da Racing. 3. Mr Blake had not suggested that he had obtained through a third party any 2013 Championship Permit(s), but that such matters were a “work in progress”. On behalf of the Knockhill Motor Racing Club Mr Steve Burns indicated that: 1. Mr Blake had indicated when booking the circuit that he was seeking MSA approval. 2. When they (Knockhill) became aware of the lack of championship/series permission they cancelled the Ma5da races and incorporated the competitors into Class E of the Knockhill Open Saloon Series. 3. Their only error was the production of part of the event programme and failing to note that the timekeepers had not changed the title for the results. Although unable to attend the hearing, Mr David Scott, on behalf of Motorsport Vision Racing, provided documentation confirming that: 1. The Ma5da race at Silverstone on 27 April 2013 was not a championship race
SITTING TUESDAY 2 JULY 2013 Guy Spollon (Chair) Mike Garton Ron McCabe CASE No. J2013-08 Dean Partington This matter comes before the Motor Sport Council National Court for alleged breaches of General Regulations C1.1.4, C1.1.5 and C1.1.9.
On 3 February 2013 the Stroud and District Motor Club staged the Cotswold Trial in Gloucestershire. The “classic” trial of National B status attracted an entry of 80 with 78 starters including Mr. Dean Partington in car No 36. Mr Partington attempted observed Section 7, “Pheasant Run”, which comprised a well laid out section with clear visibility for Mr Partington for most but not all of the section. Mr Phil Tucker, Clerk of the Course, was at the material time in attendance at this section. All marshals were clearly identifiable as they
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were wearing high visibility jackets and/ or waistcoats. Regrettably Mr Partington failed approximately one third of the way up Section 7 due to a gear change mechanism failure. Instead of returning to the bottom of the hill, Mr Partington proceeded to have another attempt at the section. Mr Partington then returned his vehicle to the bottom of the hill and apparently attempted the section again with what was described by the Clerk of the Course as “full commitment”. He did so without any indication to the officials of his intended action and without their permission or clearance. Mr Tucker, wearing his high visibility jacket and Clerk of the Course armband stood in the track and proceeded to wave down Mr Partington, shouting for him to stop. Mr Tucker was obliged to step out of the way of Mr Partington’s car at the last moment. A somewhat heated discussion thereafter took place, which culminated in Mr Partington being excluded from the event.
but a “standalone invitation race” with various marques competing (both Japanese and European). 2. The MSVR event at Silverstone did not include a round of the Ma5da Racing companionships. Mr Blake also gave evidence before the Court and provided extensive documentation. It appears that: 1. Although some attempt had been made to obtain the necessary permits, Mr Blake personally lacked the requisite knowledge to do so successfully and had failed to enlist the appropriate support. 2. Whilst anxious to run a championship in 2013 and having taken preparatory steps to do so the Court finds on the balance of probability that he had not actually done so. 3. Whether by accident or design he had succeeded in obtaining entries to various races by exploiting the generosity of race organisers and circuits. In the circumstances the National Court, having reviewed all the evidence available, does not find that any of the specified parties are
guilty of the allegations as set out at the beginning of this judgement. In the circumstances the National Court, having reviewed all the evidence and information available, does not find that any of the specified parties as set out at the beginning of this judgment: (i) organised and/or operated and/or promoted and/or participated in and/or was connected with “Ma5da” races and/or a “Ma5da” championship in the absence of required MSA permits ; or (ii) are organising and/or operating and/or promoting and/or proposing to participate in and/ or connected with “Ma5da” races and/or a “Ma5da” championship in the absence of required MSA permits. The National Court wishes to remind those involved in the organisation of championships/ series that it is incumbent upon them to obtain in good time the necessary permits. Furthermore the Court emphasises the need for race programmes, final regulations and results to reflect accurately the status of all races.
Mr Partington appeared before the Court together with two witnesses, one of whom was his passenger on the trial. At the outset of his evidence Mr Partington apologised unreservedly for his behaviour and then explained that: 1. His car had jammed in second gear and he in the first instance was not trying to make another assent of the hill but simply trying to clear the hill by endeavouring to reach the escape road. 2. Having dropped partway down the hill he then proceeded to drive up the section in second gear in order to try again to reach an escape road and avoid the very thick mud at the start of the section. 3. It was not until he had covered the first part of the section that he could see any marshals. 4. He saw a marshal trying to flag him down, but did not stop, wishing to reach his objective of the escape road and avoid losing momentum and traction. The National Court: 1. Was impressed with the explanation
provided by Mr Partington which the Court accepted as truthful. 2. Could not, however, overlook the fact that even on his own account Mr Partington had disregarded the obvious instruction of the marshal to stop. 3. Concluded that there had been a breach of C1.1.5, namely: “driving in a manner incompatible with general safety and/or departing from the standard of a reasonably competent driver”. 4. Found that although Mr Partington’s motives to clear the hill with his malfunctioning vehicle were well founded, the manner in which he sought to do so were irresponsible. 5. Concluded that Mr Partington had been an active trial competitor for over 30 years, had maintained an unblemished record and that the incident complained of was totally out of character and most unlikely to be repeated. 6. Held that a reprimand was appropriate with an order for a contribution of £250 towards the costs of the hearing.
GUY SPOLLON
GUY SPOLLON
17/10/2012 10:13
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Simon says.. The potential dangers of motor sport were sadly brought to the fore this summer, says Simon Arron
tend to occur away from the media’s immediate spotlight and aren’t always picked up by the wider world, but that doesn’t mean they don’t happen. And it’s the tireless motorsport volunteers – the lifeblood of this issue – who are first on the scene to handle the consequences with dignity. A generation before I entered this business, journalists were accustomed to writing close acquaintances’ obituaries several times per season, but that has happened to me only a couple of times in more than 30 years. A couple of times too many, of course, but things have come a long way. The margins, though, remain slight. Cast your minds back to July 2009. One Sunday at Brands Hatch, poor Henry Surtees perished after his crash helmet was hit by a wheel from another car’s accident. Six days later, during qualifying for the Hungarian Grand Prix, Ferrari driver Felipe Massa suffered serious head injuries when a stray damper spring struck him on the helmet. A couple of inches one way and it would have missed him completely; a couple the other and he might not have survived. Such measures are beyond legislation. Much as we love the sport, its potential risks lurk always and this summer provided a stark reminder. There is scope for pride in progress, but none at all for complacency.
Marshals stand to commemorate the marshal who died at the Canadian GP
School friends’ bedroom walls were adorned with posters of Bobby Charlton,
Motor sport has always generated energetic forces – it may never be completely safe
LAT PHOTOGRAPHIC/JED LEICESTER
Having covered every Formula 1 world championship grand prix between 2001 and 2012, Simon Arron has returned to the real world and now works as features editor for Motor Sport magazine
George Best, Colin Bell and other Manchester football talismans. Mine were festooned with shots of Jackie Stewart, Ronnie Peterson, Jochen Rindt and their ilk – sporting heroes who risked rather more than a groin strain or a torn Achilles, should misfortune strike. Fast-forward to 2010, and the release of the Senna documentary. A Formula 1 acquaintance first watched it at a private screening and related how some younger members of the audience, hitherto unaware of the story’s final denouement, were genuinely shocked to discover that somebody could be killed in a grand prix car. Perceptions about motor racing have shifted during the past 40-odd years, but the dangers remain – on and off the track. At the time of writing, the sport has endured a particularly tough few weeks. During the month of June, 38-year-old marshal Mark Robinson died following an accident during the post-race clean-up at the Canadian Grand Prix. A fortnight later, successful GT racer Allan Simonsen was killed when his Aston Martin left the road on the third lap of the Le Mans 24 Hours. Over the following weeks there were further fatalities in overseas domestic championships. That’s a sobering paragraph, but motor racing has always generated huge energetic forces and it’s hard to control their occasionally wayward passage. That’s why it might never be completely safe. Most such incidents
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