SUMMER 2013
SAFE T FIRS Y What t T Institu he FIA te d for you oes S EE PA GE 34
THE
MAGAZINE FOR BRITISH MOTOR SPORT
CHIEF EXEC
FAREWELL TO HILTON… … and welcome to Nick Bunting
GETTING STARTED
TRAINING
COACHING GETS SERIOUS New MSA initiative will raise standards
RACING YOU CAN AFFORD
Colin Goodwin says you don’t need big bucks to hit the track
THE ESSENTIAL GUIDE FOR CLUB COMPETITORS
THE BEST TRAILERS FOR GETTING TO YOUR EVENT HOW TO ENSURE YOUR CAR MEETS NOISE RESTRICTIONS WHAT YOU NEED TO TAKE PART IN A ROAD RALLY
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this issue
Contents 05 Forum
COVER
06 Action replay
summer 2013
SAFETY FIRST What the FIA Institute does for you SEE pagE
The
magazine for
BriTish moTor
20
This issue’s postbag
ON THE
34
F3 racer Harry Tincknell in action at Silverstone
09 Briefing
All the latest motor sport news
sporT
CHIEF EXEC
FAREWELL TO HILTON…
17 Opinion
… and welcome to nick Bunting
Colin Hilton on his time as CEO gETTIng STarTEd
TraInIng
COACHING GETS SERIOUS new msa initiatives will raise standard
raCIng you Can aFFord
you don’t Colin Goodwin says hit the track need big bucks to
Club CompETITorS
guIdE For To your EvEnT TIonS S For gETTIng noISE rESTrIC THE bEST TraIlEr your Car mEETS How To EnSurE To TakE parT In a road rally wHaT you nEEd
THE ESSEnTIal
The common perception is that circuit racing is prohibitively expensive, but that’s simply not the case Budget car circuit racing, p20
19 Talking heads
Should historics run first on the road?
20 Cover story
Colin Goodwin investigates the options for budget car circuit racing
28 Coaching
Making sure coaches are at the top of their game
34 FIA Institute
42 Hilton’s highlights
Saying ‘goodbye’ to the outgoing CEO – and ‘hello’ to the new
50 Buyer’s guide
Transporting your car from A to B
Developing safety solutions for open-wheel racing
53 Let’s try...
38 Eating well
57 Techno file
Eating and drinking the right things can improve your performance on the track
41 Role play
What it takes to become a rally stage commander 42
34
Road Rallying
The latest in silencing tech
61 National Court 66 Simon says
Simon Arron speaks in defence of pay drivers
CONTRIBUTORS
New products on the market, p50
Ben Anderson Autosport journalist Ben Anderson took a look at the new coaching structure that the MSA has initiated to improve instructing
Drew Gibson Motor sport photographer Drew Gibson shot our wonderful cover feature showing a range of budget racing cars
Colin Goodwin Experienced motoring journalist Colin Goodwin took a road trip to Croft to find out about budget racing
Summer 2013 www.msauk.org
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EDITOR’S LETTER You probably did a double take when you saw this
edition’s cover. At least, I hope you did. Because we don’t think a Formula Vee, Formula Ford 1600, MSVR Trackday Trophy racer and a Mazda MX-5 have ever been on track at the same time. Of course this wasn’t a race, but we wanted to show you the diverse range of cars that take part in budget circuit racing across the country. The fact is you don’t need to be a private banking customer to compete in great racing at the country’s best circuits, as Colin Goodwin explains (p20). If it is grassroots motor sport you are interested in, then make sure you take part in Go Motorsport Live! (see p11). A brilliant new event showcasing the best of British motor sport, it will take place at Silverstone on 7 July to close National Motorsport Week (www.nationalmotorsportweek.co.uk). Elsewhere in this issue, we bid farewell to long-standing MSA Chief Executive Colin Hilton, looking over some of his greatest achievements (p42), and welcome his successor Nick Bunting, the former Chief Operating Officer of the Rugby Football Union. We also explain the MSA’s new coaching initiative (p28), aimed at giving drivers and coaches the best training possible. Until the Autumn…
Gemma Briggs
WIN Tickets to Goodwood The Goodwood Festival of Speed (11-14 July) is one of the most prestigious motor sport events in the world, bringing together racing heroes, exotic supercars, the latest F1 machines and Grand Prix bikes, outstanding air displays and world class action sports, plus a host of celebrities. This year Goodwood will celebrate the Festival’s 20th anniversary with highlights from its glittering history, featuring the biggest, best, fastest, loudest and most outrageous vehicles of all time. Simply answer the question below for your chance to win a pair of Friday tickets. Which anniversary is the 2013 Festival of Speed celebrating? A) 20th B) 30th C) 25th Email your answer, name and address to msa@ thinkpublishing. co.uk by 17 June 2013 and a winner will be drawn at random from the correct entries.
EDITOR
Gemma Briggs PUBLISHED ON BEHALF OF MSA BY: THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)
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We want to know your opinion on which NOTHING NEW motor sport issues MSA magazine should cover. Contrary to what Ben Anderson says in his article Email us at msa@ (MSA, Spring 2013, p53), AutoSOLO is not a new thinkpublishing. event nor did it come from the US. In the late 1950s I co.uk was secretary of the Thetford and District Motor Cycle and Car Club and invited other motor clubs to take part in these events on various disused airfields, driving around cones and also driving in and reversing out of garages constructed from cones whilst being timed. Ron Green, by email
WHAT TWITTER HAD TO SAY ABOUT THE SPRING 2013 EDITION OF MSA… @StocksandRods: Just reading my new edition of my monthly @MSAUK mag, it has some really good articles and racing interviews with grass roots racing #great @TheReal_TORA: Brilliant mag from @MSAUK arrived this week. Great feature on @Huffsport too. Wonder if we can get in it sometime...hmmm ;-) @ScottMitchell89: Just got my hands on the latest issue of @MSAUK magazine. Looks very good – need to
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Summer 2013 www.msauk.org
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action replay
DATA BURST
WHEN: 12-14 April 2013 WHO: Harry Tincknell CAR: Carlin Dallara Volkswagen WHERE: Silverstone, Northamptonshire EVENT: 2013 FIA F3 European Championship
MSA Team UK graduate Harry Tincknell scored a home victory – his first in the FIA F3 European Championship – at Silverstone in April. The Carlin driver led home Prema Powerteam’s Alex Lynn, a fellow Team UK star, to make it a British one-two on home ground in the first of the series’ three races that weekend. Tincknell had begun the meeting in style with an outstanding qualifying performance which ensured he was in pole position for the first two races, while Lynn started from the head of the grid in the third. The pair are front-runners in the highly competitive championship, which is also contested by Team UK driver Josh Hill. The championship was racing on the support bill of the FIA World Endurance Championship, which was won in thrilling style by the Audi R18 of Allan McNish, Tom Kristensen and Loic Duval. Rounding out the British success, James Walker’s Delta-ADR ORECA-Nissan triumphed in the LMP2 class and Aston Martin’s Darren Turner won the GTE Pro in the Vantage V8.
Summer 2013 www.msauk.org
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news
IN THIS
ISSUE: International training; Go Motorsport Live!; Cheltenham Motor Club
Briefing MSA
BUNTING SUCCEEDS HILTON AS CHIEF EXECUTIVE MSA
CHRIS WALKER (KARTPIX.NET)
MSA ISSUES KARTING UPDATE The MSA has confirmed various details regarding the governance of karting that will shape the sport in coming years. From 2014 championships will be run at set levels: British; national; regional, within standard club meetings; club only. Only the MSA will designate British and national promoters. Meanwhile the ABkC will promote the MSA National Championships (except Comer) until the end of 2016, by which time the MSA will have tendered for a future promoter. All existing British and national classes can continue until the end of 2016. New junior and senior non-gearbox classes can only be introduced at regional and club levels and must be homologated, with the next three-year period commencing in 2014. All these classes must be homologated from 2017. The MSA will homologate the existing cadet tyres until the end of 2016, while in early 2016 it will nominate the tyre for the following three-year period to the end of 2019. The MSA will continue to homologate cadet chassis at three-year intervals, with the next commencing in 2014. Meanwhile the current cadet engine contract runs until the end of 2017, with the MSA able to grant a twoyear extension.
interview process, said: “Nick will be an outstanding Chief Executive for Nick Bunting, former Chief Operating Officer at the MSA and brings with him a wealth of the Rugby Football Union, has been appointed sporting experience which will be of Chief Executive of the MSA following Colin great value to the sport. Nick has some Hilton’s decision to retire after 12 years at very big shoes to fill and I would like the helm of the governing body. to pay tribute to the extraordinary Turn to Bunting stepped down as achievements of Colin Hilton page 42 for CEO of the Prince’s Initiative for in the past 12 years. interviews Mature Enterprise (PRIME) to “Nick inherits a financiallywith Colin begin his new role leading UK sound, well-run organisation that Hilton and motor sport. He is also a Director sits at the heart of British motor Nick Bunting of Sports Coach UK and the Sport sport and which takes a central & Recreation Alliance, and was an and active role in the development advisor to LOCOG during the 2012 Olympics. of the sport. The whole sport owes Colin a MSA Chairman Alan Gow, who led a significant debt of gratitude and we wish working group overseeing the selection and him a well-deserved retirement.”
A new era for the MSA
4,427
The number of days Colin Hilton served as MSA Chief Executive
Summer 2013 www.msauk.org
9
news NEWS IN BRIEF TRAINING
OFFICIALS SEMINARS CONCLUDE A total of 618 clerks of the course, 299 scrutineers and 58 timekeepers attended 2013 officials training seminars at 14 venues nationwide from January to March. Allan Dean-Lewis MBE, MSA Director of Training & Education, said: “We were encouraged by the enthusiasm and professionalism they all displayed.” MSA
APPLICATIONS’ DEADLINE LOOMS Prospective voluntary members of the 2014 Specialist Committees that represent the various disciplines of motor sport must submit their applications by post or email to Andrea Wren at the MSA by the end of June 2013. The Specialist Committees meet two or three times a year to discuss and debate new regulations and other issues. Applicants must be members of an MSA-recognised motor club or regional association, which must ‘sponsor’ the application. For details visit www.msauk.org/news ANTI-DOPING
WADA ALERT OVER GW501516 The World Anti-Doping Agency (WADA) has issued an alert regarding the black market substance GW501516, which it understands is being used by some athletes. According to WADA, GW501516 was withdrawn from research and terminated when serious toxicities were discovered in pre-clinical studies. It is believed to cause serious side effects and WADA is urging all athletes not to use it for performance enhancement.
RALLY
NEW HOME FOR PINNACLE OF UK RALLYING Season-closing Wales Rally GB moves to North Wales This year’s World Rally Championship will culminate in North Wales, which has been confirmed as the new home of Wales Rally GB on 14-17 November. Conwy and neighbouring Llandudno will host the start and finish respectively, bookending a compact route that is likely to feature night-time stages. “We have listened to what the teams and fans want in our determined efforts to create what we are confident will be not only one of the best rounds in the WRC but also a fitting finale to the entire series,” said Andrew Coe, Chief Executive of rally organiser International Motor Sports (IMS). “The move to North Wales takes us closer to the sport’s traditional heartlands and to within a short drive of Liverpool, Manchester and the Midlands. Taking those factors into account, as well as our new ticket pricing policy designed to cater for both hardcore rally fans and a wider family audience, we are confident that Wales Rally GB 2013 will be a highlight of the world motor sport calendar.” IMS has also announced a new partnership with the British Rally Championship that will see free Wales Rally GB entries offered to the overall top three, plus class winners from the
Junior and Rally Two categories. Additionally the BRC Challenge winner will be awarded a free space in the Wales Rally GB National. “By working together we can really make a difference in promoting rallying within the UK,” said Coe. “The exciting partnership includes a comprehensive programme of joint advertising, database, social media and other marketing schemes that will benefit all involved in the sport as well as forming a key component in our overall ‘Road to Wales’ campaign.” For more information visit www.WalesRallyGB.com
The Strength of Experience Tel: +44 (0) 1952 582825 Fax: +44 (0) 1952 582821
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15/02/2012 15:45
news
MY MOTOR SPORT RALLY
A Q&A with international Clerk of the Course Iain Campbell How did you get involved in rallying? NMW 2013 will build on the success of last year, culminating in a new live event
GO MOTORSPORT GOES LIVE FOR NMW NMW
New grass-roots event headlines National Motorsport Week National Motorsport Week 2013 will culminate with Go Motorsport Live!, a new event at Silverstone on Sunday 7 July showcasing all that British motor sport has to offer. The event will be free to the public, who will be able to see and hear a variety of motor sport, and experience some grass-roots disciplines – such as Production Car Autotests and Trials – from the passenger seat. The MSA is inviting all UK-based race, rally, karting and other championships, plus local motor clubs, to set up free displays and organise live demonstrations. Marshalling clubs will also offer advice to potential new recruits and Silverstone will provide ‘hot laps’ and rallyrides, as well as tours of its world-famous facility. “Go Motorsport Live! has all the right ingredients to become a huge event showcasing every aspect of our sport and we are extremely grateful to Silverstone for making this possible,” said Colin Hilton, MSA Chief Executive. “The timing is perfect, too. Millions will be watching the British Grand
Prix either trackside or on television and now, just seven days later, they can come to Silverstone and discover just how easy it is for them to get more involved in the sport they’ve been following. What’s more, the event is absolutely free for all those attending.” As co-promoters of National Motorsport Week, the Motorsport Industry Association (MIA) and its members will be on hand to offer careers advice to those keen to work in the sport. Young engineers will also enjoy special access to the Formula Student finals, which run at the Northamptonshire venue over the same weekend. National Motorsport Week (29 June – 7 July) is designed to shine a spotlight on British motor sport in the wake of the British Grand Prix. It is hoped that the week-long celebration of the sport will once again be supported by the UK-based F1 and WRC teams, plus myriad venues, teams, clubs and more. Public admittance to Go Motorsport Live! is free. To pre-register visit www.GoMotorsport.net
I’m from the Isle of Skye, which is not really known for its motor sport, but when I moved to Inverness I joined the local car club and started doing navigational rallies with a mate. We stepped up to stage rallying and competed in the Snowman Rally. Then I bought a car and did some tarmac rallying with no success, so decided I’d be better off getting more involved on the organising side. What was your first role outside the cockpit?
I was on the Highland Car Club committee and realised how much it takes to run an event like the Snowman Rally, so I felt guilty that I was out enjoying that event without giving anything back. I said I’d do anything to help as long as I wasn’t made Chief Marshal, so naturally that’s exactly what I became! That was from 1998 to 2002, when I became Clerk of the Course for a few years. How did you get involved with international events?
When I started clerking the Snowman, Fred Gallagher, who’s Clerk of the Course on Wales Rally GB, was living up in the Highlands. In 2003 he invited me to be Assistant Clerk of the Course and I’ve performed that role ever since. That also kindled my relationship with [MSA commercial subsidiary] International Motor Sports, and when [IMS Chief Executive] Andrew Coe was working with Event Scotland in 2008 to put the Rally of Scotland together, he called and asked me to be Clerk of the Course. The team and I built the event up from a clean sheet of paper and I’m very proud of what we achieved; it was a much-praised event and even the First Minister attended. How did your latest appointment as Vice Chairman of the Scottish Association of Car Clubs come about?
The SACC is starting to look for “young blood” to complement Turn to page the more experienced 41 to find out members, and my experiences how to become with the Rally of Scotland, a rally stage Wales Rally GB and also the co-ordinator likes of the Mull Rally gives me a broad understanding of the sport from clubman to international levels. The biggest challenge is attracting new and younger members to our motor clubs and to nurture them in order to secure their future.
Summer 2013 www.msauk.org
11
news SCOTLAND
TRAINING
SCOTTISH MOTOR SPORTS LAUNCHES NEW WEBSITE
TWENTY COUNTRIES WORKING WITH MSA TRAINERS
A fresh voice for motor sport north of the border
Scottish Motor Sports, the new strategic are progressing. I am sure that the Scottish body representing the interests of both motor sport community will share our two- and four-wheel motor sport ambitions to ensure that the entire sport, in Scotland, has launched a new including clubs and competitors, benefits website and social media presence: from being part of a government-supported www.scottishmotorsports.co.uk and initiative to create higher quality venues, www.twitter.com/SMS_Scotland. better competition opportunities and stronger SMS was borne of a project started by the career development possibilities for Scottish MSA and the Scottish Auto Cycle Union (SACU) competitors, marshals and associated with sportscotland in 2011. It also comprises individuals, all the way from the grass roots to representatives of car and motorcycle sport, international level.” including the Scottish Association of Car A downloadable SMS brochure and Clubs (SACC), the Association of Scottish Kart other information can be found at Clubs (ASKC) and Knockhill circuit. Royal www.scottishmotorsports.co.uk Automobile Club Chairman Tom Purves, an MSA board director and former Rolls Royce Chief Executive, chairs the group. “We have a great team of people around the table but the real power of SMS comes from the strength of motor sport in Scotland and the people that make it happen,” said Purves. “Our challenge is to represent the collective interests of motor sport and motorcycle sport to those at the highest level and the first step is to gain recognition as a sport of National Performance The new Significance to Scotland. website will “The launch of the website keep people and Twitter account will keep up-to-date people up-to-date with what with SMS we are doing and how things
12 www.msauk.org Summer 2013
Motor sport’s governing bodies in Barbados, Croatia, Ivory Coast, Malta and Morocco have all benefitted from the MSA’s expertise in recent months as the UK governing body has toured the globe in its capacity as an FIA Institute Gold Standard Regional Training Provider (RTP). Members of the MSA’s 32-strong International Training Team have been called upon to share their knowledge and experience in the realms of officials’ training, young driver development and best practice for sports governance. Allan Dean-Lewis MBE, MSA Director of Training and Education, oversees the various initiatives. “Our recent overseas projects have ranged from initial training needs’ analyses to the delivery of final training sessions and ‘train the trainer’ courses. Yet this is just the tip of the iceberg; for 2013 the MSA is engaged in 27 projects across 20 different countries worldwide.” The FIA Institute offers funding to many of the world’s developing National Sporting Authorities (ASNs), which can then choose whether to work with either the MSA, CAMS (Australia), RFEDA (Spain) or ATCUAE (United Arab Emirates). Any surplus funds generated by the MSA’s international training programmes are used to benefit UK volunteers and officials’ training.
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CHELTENHAM MOTOR CLUB Real ale, cyclists and runners make for a unique motor club CLUB
FOCUS
PHOTO COURTESY OF EDP
Get it Sideways Stages Rally 13th April 2013. Overall winners Steve & Mike O’Leary. Darrian T9
In March the Campaign for Real Ale announced the latest winner of its National Club of the Year award: Cheltenham Motor Club, for its “excellent selection of quality real ale thanks to the high level of cellarmanship by club steward Neil Way”. This was not a naming error in the CAMRA press release; its 2013 winner is the same MSA-registered club that celebrated its centenary in 2006 and organises a stage rally, a winter series of 12-car navigational rallies and a summer series of autotests. The club was formed by Cheltenham
gentry in 1906, with early event profits being used to purchase Priory Lawns, a Grade II-listed Victorian building complete with a grand ballroom and bar. However, with maintenance costs proving a hindrance the club finally sold the premises a decade ago and bought the Crown Inn, a local pub, which now serves as a non-profit members-only clubhouse that channels its proceeds back into the club itself. Kevin Smith joined the club in 1992 and has been chairman for the last four years. “We run the club as a business, so we employ a steward, an accountant
and a stock taker,” he says. “Obviously Cheltenham Motor Club is based there but we also host an American car club, a scramble club, a classic motorcycle club, a couple of cycling clubs and some runners, all of whom are ‘social members’ totalling around 425.” The club’s main event is the Get it Sideways Stage Rally, a 50-mile, 10-stage, single-venue event that runs every April on an old WWII airfield and normally attracts a full entry of around 65 crews. Only two-wheel drive cars are eligible for overall victory in a bid to ground the event in the grass roots and encourage those on smaller budgets. Furthermore, a contingent of the club’s social members assist with event setup and the cycling club looks after the timecards. “We’ve started to convert some of the social members into full motor club members, which is quite a unique means of recruitment,” says Smith, who has been the rally’s Clerk of the Course for the last 10 years. Other recruitment initiatives include a display of members’ cars at The Brewery, a busy shopping centre in Cheltenham, in support of National Motorsport Week. “We call it ‘Pistons in The Brewery’,” says Smith. “We’ve been doing it for the last few years and it’s a simple but effective way of grabbing people’s attention and getting them thinking about how they could get involved in our fantastic sport.”
Established 1906 Membership 75/425 (full/social) Website www.cheltmc.com
Summer 2013 www.msauk.org
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opinion
SIGNING OFF AFTER 12 YEARS AT THE HELM Serving British motor sport has been an honour and a privilege, says Colin Hilton, retiring MSA Chief Executive When I joined the Motor Sports Association in 1992 as Director
of Sporting and Technical Services, the company was very different to the one that I am leaving more than 20 years on. Then, as now, it was a very efficient regulator and administrator, but I am proud that during my tenure it has grown to become so much more. In 2013 the MSA is an organisation that is leading the development – as opposed to just the maintenance – of UK motor sport, and which stands tall among National Governing Bodies of sport in this country. However, rather than an NGB, I have always thought of the MSA as a factory; year after year Motor Sports House produces tens of thousands of competition licences and event permits, while also registering marshals and clubs, homologating cars, authorising routes on the public highway, dealing with judicial matters, licensing venues and plenty more besides. All of this is done quietly and efficiently by the small MSA executive team, to which I extend my sincere thanks. When I was appointed Chief Executive in 2001 I inherited a stable company in a strong financial state, thanks largely to the good work of my predecessor John Quenby and former General Secretary Terry Lankshear. I am pleased to say that the balance sheet has almost doubled since then, leaving the governing body not just more secure but also able to invest in a number of innovative and exciting initiatives designed for nothing other than the good of British motor sport, such as Go Motorsport and the MSA Academy. The infrastructure of UK motor sport is now stronger than ever too, underpinned by a dedicated army of volunteer marshals and officials to whom we provide high-quality training. In 2010 the FIA Institute recognised this by designating the MSA as one of the first two Gold Standard Regional Training Providers, alongside the Confederation of Australian Motor Sport. Our International Training Team has since travelled the globe assisting developing National Sporting Authorities, and in 2013 alone we are working with counterparts in more than 20 countries. When I consider my legacy after more than a decade at the helm of the MSA, the first
Hilton (centre) at Motor Sports House with MSA staff and HRH Prince Michael of Kent GVCO, Honorary President of the Motor Sports Council
The MSA is leading the development of UK motor sport and stands tall among National Governing Bodies of sport in this country thing that springs to mind is the progress that has been made towards self-insurance for motor sport. With clubs’ support, the MSA has built up a significant fund that is moving us towards being able to cover the major excess for insurance claims. Then there is our campaign to bring closed road motor sport back to mainland Britain – a more exciting topic than insurance, perhaps! While there is still some way to go, I am delighted that after many years’ work in Westminster we are now closer than ever to achieving our goal. I feel honoured and privileged to have been the custodian of British motor sport for a window of time, and I would like to thank the entire motor sport community for its
support during the last 12 years. That extends to the FIA, the MSA Board, Motor Sports Council and countless individuals who would require a separate magazine to name. One person I will mention here is Alan Gow, who since becoming MSA Chairman in 2006 has been a great guiding hand, providing an assured conscience to call on when I have faced difficult decisions. Finally, I would like to take this opportunity to wish my successor, Nick Bunting, well in his new role as the eighth MSA Chief Executive. I am proud to be leaving the MSA as a stronger company than the one I found all those years ago, and I have little doubt that he will do the same. Summer 2013 www.msauk.org
17
talking heads
SHOULD HISTORIC RALLY CARS RUN FIRST ON THE ROAD?
YES
PAUL LAWRENCE
Jimmy McRae, five-time British Rally champion
The historic cars are obviously older and more fragile. Maybe a rougher road’s not such a problem for cars like the Escorts which we’re seeing out now, but cars like Minis or Hillman Imps would struggle. Putting them in behind 50 or 70 modern cars is asking too much. And on many of the historic events, once you get past the top 10 [historic] cars, the rest of the cars aren’t going to be doing much damage to the road at all. For historic cars to run behind, not only will it potentially damage the cars themselves, but it’s also restricting the level of enjoyment for the drivers.
I know the guys in the four-wheel drive cars will be complaining about this, but their cars are designed to work in those kind of rutted conditions – historic cars aren’t. There was the argument that Hugh Hunter, 2008 historic cars weren’t so reliable BTRDA Gold Star and they were breaking down champion and Ford and stopping the modern event Focus RS WRC driver that followed. I don’t think that’s the case anymore. Historic cars are very reliable now. Maybe the This is a difficult one – thing is now that historic rallying everybody wants to be is so competitive that these guys first on the road and everybody are getting into a big battle makes a good case for being and then maybe going there. But, having said WHAT off the road and that, as far as I’m DO YOU stopping the stage. concerned, rallies THINK? I just think that the should be seeded What do you think? Is it too damaging for historic rally cars popularity of from car one down to run after their modern historic rallying to car number counterparts? Or should modern can’t be ignored. whatever. machinery go first? Let us The rally organisers In the BTRDA know what you think at msa@thinkpublishing. need these [historic] series, it’s guys like co.uk guys to come along and Roger Chilman, Steve make the entry work and, Perez and myself who are on many events, there are far running at the front and winning more historic cars than there are these events, but we are running modern runners, so they should much further down the field. One be at the front. of the concerns we have is the
NO
spectators are coming into these events to watch, they’re taking a look at the historics and the 1400s and they’re wondering what’s going on and where the four-wheel drive cars are. One of the arguments the other guys will have is that our four-wheel drive cars are creating ruts and ruining the road for them. I’m not sure about that. Our four-wheel drive cars have all of the differentials working and they grip and go. But if you get some sort of Formula Two car with 200 horsepower or a proper BDA-engined Escort then they can just sit at the exit of a corner chewing up the surface. Another issue is the length of the delays for those running further down the field. It’s not unknown on the odd BTRDA round for us not to be starting the first stage before midday and that’s causing a lot of grumbling and griping from the drivers winning these rallies. It’s a tough one, but for me, we should seed rallies from car one down and run everybody in seeded order.
Summer 2013 www.msauk.org 19
Our budget circuit racing cover stars (clockwise from left): Simon Hogg, Stephen Craggs, Derek Buckton and Paul Smith
20 www.msauk.org Summer 2013
budget racing
CHEAP THRILLS The buzz of circuit racing can be yours – and it need not cost the earth. Colin Goodwin investigates the options
CLUB RACING ON THE RISE
It is seriously cold but Croft circuit is bathed in sunshine. It’s
a big drive from west London to Croft in North Yorkshire, but always worth it. The circuit has a fabulous mixture of corners from slow and technical to hold-on-tight. The atmosphere at meetings is always friendly and the reception from locals warm. I’ve some great memories of racing at Croft. No track day has come close to providing the buzz I’ve had from circuit racing over the years, and I knew that coming up here to meet four drivers who are about to start another season of racing would trigger pangs and thoughts of dusting down overalls and renewing licence. We’ve gathered together a quartet of machines and their owner/drivers that illustrate the excitement to be had from taking to the track in affordable and highly competitive racing series. No F1 fan who grew up in the 1970s could miss the colour scheme on Derek Buckton’s
I knew that coming here would trigger pangs and thoughts of dusting down overalls and renewing licence
1973 Dulon MP15 Formula Ford. Yardley McLaren of course, the livery carried on the ’72 and ’73 F1 cars driven by Denny Hulme, Jody Scheckter and Peter Revson. Actually, the Dulon belongs to London-based racer Ian Jeary for whom Buckton’s company MK8 Motorsport runs the classic single-seater. Buckton, who first raced a Formula Ford as a 17-year-old in 1975, drives an Eldon Mk8 (alongside his son James in another Eldon) in the British Automobile Racing Club’s Classic FF1600 series. Both the Eldons are available to rent, with the company taking care of transport, preparation, all the spannering and more. If you’re short on time or lack the facilities to prepare your own car, having a company do all the donkey work for you is the perfect solution. As we will see later, it can even be financially beneficial. Buckton is evangelical about Classic Formula Ford: “Single-seaters are real racing cars,” he enthuses, “that do proper lap times. And running one is not that complicated or expensive. Decent cars start at around £6,000 and go up to about £15,000; though £10,000 will get you a really tidy car. Bits are easy to get hold of and what isn’t can be made. Around six tyres will last you a season at around £500 a set.” Running a single-seater is even more fun if you’re a budding Adrian Newey because you can fiddle to your heart’s content with
Despite all the depressing talk of double and triple dip recessions, club motor sport is still healthy. Perhaps a lot of kitchens aren’t being replaced and holidays are being taken at home rather than abroad, because once you’ve got the racing bug it tends to latch onto you so that when things get a bit tight, sacrifices have to be made in other areas. “We’ve around 2,500 members,” says the British Racing and Sports Car Club’s chairman Bernard Cottrell, “with probably around 60 per cent of them actually racing. We had thought that the economic downfall would affect numbers but it’s had much less effect than we feared with entry numbers very healthy. “The common perception is that circuit racing is prohibitively expensive, but that’s not the case,” explains Cottrell. “Classic Formula Ford 1600 is a perfect example. The cars are not expensive to buy and they’re simple and not too expensive to run. Plenty of our members turn up with their cars on trailers towed by the family car with the family on hand to help.” Bringing new people into circuit racing is crucially important for the sport. Each year the BRSCC brings another 56 novices into racing via its Caterham Academy, many of whom move on up into different championships having got hooked.
Summer 2013 www.msauk.org 21
budget racing
Budget circuit racing can be just as thrilling as top-end competition
GET INVOLVED
corner weights, anti-rollbars, dampers and more from the black art of suspension fettling. You can even blame your poor result on “the wrong set-up”. Stephen Craggs dabbled in rallying in his youth but was inspired to go circuit racing after seeing Mazda MX-5 racing on TV. “It looked like fun, close racing, with some talented people taking part in it,” says Craggs. Almost always it’s cheaper to buy a fully prepared racing car than create your own from a road car. “I’d certainly agree with that,” comments Craggs. “My Mk1 MX-5 cost £2,000 ready to go whereas to build one would cost at least £5,000.” The British Racing and Sports Car Club’s (BRSCC) Mazda MX-5 championship provides big grids and a very level playing field. “Firstly,” explains Craggs, “there’s a minimum weight of 960kg for the car and driver that’s strictly enforced. Second, there’s very little that you’re allowed to do to the engine: you can blueprint it and skim the cylinder head but that’s about it. There’s only about 10bhp between the average engine and the very best.” At one meeting at Silverstone, Craggs saw 48 MX-5s on the entry list and with a massive field like that you’re bound to get some fantastic racing. After doing a swift bit of mental arithmetic, Craggs reckons that it costs him about £1,000 for
To find out more about racing events at Croft, visit www.croftcircuit. co.uk and click on ‘fixtures’, or follow at twitter.com/ croft_circuit
a weekend’s racing, which includes the diesel for his motorhome. Since he lives in Ripon in Yorkshire, many meetings will involve a lot of miles. “There’s a healthy arrive and drive scene in MX-5 racing. On average you’ll pay £750 for a car for a weekend’s racing. On top of that you’ll have to add around £330 for entry fees for a double header or around £395 for a triple header; and if you damage the car you’ll have to pay for repairs at cost.” With the cost of hiring not dissimilar to that of running your own car, it’s a perfect way to dip a toe into racing without the capital outlay. Our second single-seat racing car may not wear a 1970s Formula 1 livery, but it looks stunning all the same. Everyone has heard of Formula Ford but Formula Vee is less well known, certainly in the UK. On paper a Formula Vee’s specification looks rather unexciting: a 1300cc Volkswagen Beetle engine connected to a standard Beetle gearbox in a chassis suspended at each end by Beetle-derived suspension. If you’ve fiddled with Beetles you’ll immediately recognise the torsion beam front suspension and swing axle rear suspension. Don’t be fooled into thinking that these simple mechanicals add up to a dull racing experience or a slow car.
Almost without exception it’s cheaper to buy a fully prepared Mazda-MX5 than create your own from a road car 22 www.msauk.org Summer 2013
budget racing
Simon Hogg races his Porsche 944 with a friend in the MSVR Trackday Trophy, which helps keep costs down
“Certainly not,” says Alan Harding. “Lap times are very similar to Formula Fords.” Harding runs AHS (Alan Harding Services), a company that builds Formula Vee racing cars, runs them for individuals, tunes engines and pretty much everything else besides. Harding is Mr Formula Vee in the UK. With him today is Paul Smith, a 33-year-old Smith who looks like a racing driver: tall, lean and fit-looking. Smith came to circuit racing through karting where he raced against more than a few youngsters who are now household names. Last year he won the Formula Vee championship at the wheel of his 2009 AHS-built Dominator racer. Although Smith’s Dominator would set you back £20,000, the entry point is much lower. “Yesterday I sold a car for £3,750,” says Harding, “and it was ready to go, too. Somewhere between £6,000-£8,000 will get you a really sensible car that will be good enough to get results.” The only club that runs a Formula Vee championship in the UK is the 750 Motor Club. That comes as no surprise because the 750MC has a long history of being one of the best clubs for grass-roots motor sport with a very friendly atmosphere and an almost religious zeal for keeping costs low.
24 www.msauk.org Summer 2013
A WAY INTO RACING Motor Sport Vision’s Trackday Trophy is proving an excellent way into competitive racing. “The idea came to us from talking to people at regular track days,” says MSVR series coordinator Matt Bates. “They often wanted to try racing but were a bit intimidated. Our first idea was to run a sort of enhanced track day, but since we run ARDS courses, and many championships, we thought, ‘Why not set up a racing series for them?’.” The word ‘series’ is an important one. Unusually, the Trackday Trophy isn’t a championship. “The problem with a championship,” says Bates, “is that you have to compete in all the rounds if you want to win it. In Trackday Trophy you’re competing for glory on that day so that you can do as few or as many meetings as you want to.” The British Automobile Racing Club runs some very prestigious championships such as British International F3 and the BTCC, but that’s not to say that it ignores the grass-roots club racer, and plays a proactive part in bringing in younger racers. “We run the Ginetta Junior Championship,” says BARC chief executive Mark Jones, “which is for drivers from 14 years upwards, and we support the British Schools Karting Championship that introduces a large number of young people to the excitement and rewards of motor sport.”
Smith’s car is a little jewel. The Volkswagen engine produces around 100bhp and if nothing has broken costs about £1,000 to rebuild at the end of a season. A set of tyres costs £500 but since Smith won the championship on the set he started the season with, you’ll only need one set too. In the mid-1990s I had a very enjoyable season sharing a Porsche 944 with a fellow journalist, so Simon Hogg’s white Porsche 944 looks very familiar to me. We raced our 944 in the Porsche Club championship and by taking it in turns to race it kept our costs down; Hogg has a similar tactic. “I’d done quite a few track days when a pal of mine wanted me to join him racing a Porsche 993,” explains Hogg. “I hadn’t got the funds for that so when I saw a feature about MSVR’s Trackday Trophy on Fifth Gear, I decided to go for it.” The concept of the Trackday Trophy is very simple: cars are split into classes according to power to weight ratio. The cars have to comply with the normal MSA safety regs (roll cages, harnesses, extinguishers and electrical cut-offs etc) but are otherwise free from regulation. The idea is that cars built for track days can be used in the series with hardly any modifications.
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budget racing The really clever part of the Trackday Trophy is that cars can be shared between two drivers; one of whom has to be a novice with fewer than six races under their belt
ENGINEERING-LED RACING WITH 750MC It is entirely fitting that the 750 Motor Club should host the Formula Vee championship. One look at Alan Harding’s gorgeous Formula Vee racer and you will see that although the powertrain is from the 1960s, the detail is very much 21st century. The 750MC has always been a very engineering-led club, right from when Colin Chapman was a founder member. “That’s very true,” agrees Giles Groombridge, one of the two permanent staffers who run the club. “History has repeated itself. When we started the 750 Formula took advantage of thousands of Austin Seven engines available which members then built specials around. Over forty years later our members are now buying engines from scrapped Honda Fireblades and building amazing specials around them.”
The really clever part of the Trackday Trophy is that cars can be shared between two drivers; one of whom has to be a novice with fewer than six races under his or her belt. Races are 45 minutes long with a driver change halfway through. “I’d say about 75 per cent of entrants race as a pair,” reckons Hogg. “I share the car with a mate called George Wright. Our driver change pit stop has to take 1m 50s and the single driver cars [the driver can be a novice] stop for 2 minutes. Sharing a car really keeps the costs down.” To further reduce costs Trackday Trophy meetings are one day only, with a 30-minute practice session and then the 45-minute race. There are six rounds in the series which means
that a novice will end the season ineligible to start the next season’s championship. That’s all part of the plan because MSV runs another series called the Team Trophy for graduates from its starter series. It’s never been easier to get involved in motor sport at the sharp end. When I first went racing in the 1980s it was difficult to get information about grass-roots racing. Even turning up at a circuit for your first meeting was very daunting. Where is scrutineering? When is practice? Today the internet and forums has made life much easier. More importantly, there’s a real passion to keep the costs as low as possible. As any of our four racers here will tell you, making racing more affordable hasn’t made it less fun.
Single-seater racing cars, such as a classic Formula Ford or Formula Vee, are not as expensive as you might think
26 www.msauk.org Summer 2013
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C ach gets a less n Motor sport instructors will be put through their paces to ensure young talent receives the best training, as part of the MSA’s new coaching structure writes Ben Anderson
Coaches are critical to success in any sport. Whether it’s the
revolving door in pursuit of perfection at Premier League football clubs, or the partnership with Ivan Lendl that has turned Andy Murray into a Grand Slam winner, the coach is often credited as a key component to success. And now motor sport is coming to the coaching party. “It was noticeable that during the Olympics, the talk was not only about the dedication and sacrifices of the athletes, but also about the support network and the role
It’s about making sure the driver is at the heart of the coaching session and that the coach is able to give them not only what they need to improve their skills in that moment, but also what they need to develop into top athletes longer term of the coaches,” says MSA Director of Development, Ben Taylor. “Motor sport is way behind in this area, but one advantage is that we start with a clean sheet of paper, so the MSA is able to create a coaching structure that will begin to instil an approach to talent development and skill acquisition that is taken for granted in most other sports.” The MSA’s coaching ‘revolution’ will have two benefits: to assist the development of elite British drivers while simultaneously 28 www.msauk.org Summer 2013
raising standards throughout all levels of the sport. “The general rule seems to be that if you were a reasonable driver, it means you can be an instructor,” explains MSA Performance Director, Robert Reid. “The problem with this is that expert practitioners do not automatically make the best teachers, so while some of these will be really good at what they do, others will not. And those that are successful will tend to have worked it out for themselves with their own techniques, which might bear no relation to how someone else would approach it. “What we are doing is creating a common understanding for all coaches within the sport, so that they know what they are teaching and importantly why they are teaching it. It’s about making sure the driver is at the heart of the coaching session and that the coach is able to give them not only what they need to improve their skills in that moment, but also what they need to develop into top athletes longer term.” The MSA has looked carefully at various sports to ensure it learns lessons and avoids pitfalls. “There’s a really strong coaching culture in football,” adds Reid. “The top players are doing their coaching badges while they are still playing at the highest level, because of the opportunities it gives them in the future. You can’t even coach your local under-10s team without the relevant qualification, primarily because the sport has learned that if the young players don’t learn the requisite skills in their formative years, they have no chance of acquiring them later on.” The MSA hopes to foster this culture in motor sport and has recruited Professor Dave Collins, former UK Athletics
development
The MSA’s new initiative will ensure that young drivers have access to skilled and qualified coaches who know the theory behind the practice
Summer 2013 www.msauk.org 29
development
If you look at tennis, for example, Roger Federer’s coach is unlikely to be a better player than he is. A world-class coach doesn’t have to be a world-class performer, but they do need to understand the bits the athlete doesn’t
Performance Director, to help develop the framework. A fully qualified coach and Professor of Sports Psychology, Collins has developed a range of coaching schemes for other sports and continues to work with elite athletes from many disciplines. He was originally engaged to conduct a study for the MSA, part-funded by the FIA Institute, to assess where British motor sport needed to improve; coaching was identified as the key area. “It was interesting to discover through the research that the idea of formal ‘coaching’ in motor sport is not universally well received,” says Collins. “It seems the role of ‘driver coach’ has perhaps been criticised because of how it has evolved. “A coach should more accurately be viewed as anyone concerned with the provision of advice, support and/or technical guidance to a driver. In this respect, the importance of a broad knowledge base is crucial for the coach to be able to adjust their style to optimise the development of the 30 www.msauk.org Summer 2013
driver. This knowledge must extend beyond simply knowing the activity. It must encompass an appreciation of how people learn and the difference between short-term and long-term development.” Tom Onslow-Cole was one of the first to gain the MSA’s Level 2 Coaching Award and has worked with the MSA to develop the content of the programme. Along with fellow MSA Academy coaches Andy Meyrick and James Wozencroft, OnslowCole is studying for a Level 4 Post Graduate diploma in Elite Coaching Practice at the University of Central Lancashire. “This really is a revolution from within the sport,” says the BTCC racer. “Currently, it’s not particularly difficult to become a motor sport instructor. A lot of store is placed on your previous experience and the results you’ve achieved. But if you look at tennis, for example, Roger Federer’s coach is unlikely to be a better player than he is. A world-class coach doesn’t have to be a world-class performer, but they do need to understand the bits the athlete doesn’t. “Drivers don’t really come into contact with what other sports would perceive as ‘proper’ coaching, and that’s something we need to change. That’s not to say there aren’t people out there doing a fantastic job
Although still competing, drivers like Tom Onslow-Cole (below) are working towards coaching diplomas, which will open up opportunities for their future
3 Shelving Bays
“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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development A LESSON FOR THE TEACHERS
‘Declarative knowledge’ is the focus for elite training, enabling drivers to learn from their mistakes and avoid repeating them
already, but they’re in the minority and the MSA awards will bring everybody up to an appropriate level. I can’t believe how much I have learned already and it has had a huge impact on my coaching, and also on my own performance as a driver.” The awards have been developed in accordance with the UK Coaching Certificate criteria to ensure that they are in line with the principles of similar programmes in other sports. The first iterations to be rolled out will be two versions of the four-day Level 2 course: Participation (aimed at those instructors working in racing/rally schools) and Performance (aimed at those working one-to-one with drivers over a longer period of time). An Introduction to Coaching Motorsport and a Level 3 Performance will follow in due course. So what’s the implication for those currently working in the sport? “We will ‘grandparent’ existing instructors onto the Level 2 course for a limited period of time, after which anyone coming through will have to start at the
beginning,” says Taylor. “We have been very clear throughout that this is not a box-ticking exercise; the feedback from the pilot courses is that the content is challenging and demanding, but more importantly valuable. “I’d be surprised if anyone is coaching in motor sport without a coaching badge in five years, but I don’t think we’ll need to make it compulsory – market forces will drive it. After all, when faced with a choice of coach, would you go for the one that is accredited by the governing body and understands the principles of coaching, or the one that used to race to a reasonable level and is largely self-taught? “We are already getting enquiries from teams and commercial organisations, so those coaches who get in early are bound to see a commercial advantage to being at the forefront of the programme. Inevitably there will be those who think they know it all and don’t want to change. That’s fine, but they will soon find themselves left behind by the sport.”
When faced with a choice of coach, would you go for the one that is accredited by the governing body and understands the principles of coaching, or the one that used to race to a reasonable level and is largely self-taught?
Former UK Athletics Performance Director, Dave Collins, is helping to develop the MSA’s coaching standard. His role is also to educate the first raft of coaches in how to teach their students. He makes an important distinction between: procedural knowledge – knowing how to do something; declarative knowledge – knowing why you do or don’t do something; and tacit knowledge – knowing something but not necessarily why, or even how, you know it. Procedural knowledge is good for basic driver training of the sort you might experience on a corporate driving experience or Red Letter day – short, sharp and rigid tasks. This is the best way for somebody to learn a new skill quickly. Declarative knowledge is the focus for elite training – spread out over time, with tasks that are mixed up and challenging. This stands more chance of reaching the student’s long-term memory and helping the driver further down the road in their career. The wider challenge here is that many drivers, sponsors and people within the industry are focused on short-term goals, such as, “I need to win this season”. Changing that attitude will be essential. Tacit knowledge is subconscious and is why expert drivers don’t always make good coaches, because that knowledge needs to be deconstructed to be useful for coaching. “It’s about raising standards across the board and tailoring coaching to individual needs,” explains Collins. “We need to educate the industry to understand the right models for long-term improvement and get them out of the mindset of short-term gain. People often rank coaches on the volume of feedback they give, but actually it’s the quality of the resulting learning that’s critical.”
Summer 2013 www.msauk.org 33
Without the work of the FIA Institute, open-wheel racing would not benefit from the high levels of safety that it enjoys today, writes Marc Culter
How the FIA Institute helps keep y u safe
Cars are subjected to a range of static and dynamic tests, many of which require unique solutions
34 www.msauk.org Summer 2013
safety
High-speed barriers, highstrength helmets, reinforced
Above: testing wheel tethers, which has been one of the FIA Institute’s greatest developments
wheel tethers and car launch prevention. These are just a few of the safety solutions that the FIA Institute has brought into open-wheel racing since its launch in October 2004. But it all started 10 years earlier. The origins of the FIA Institute can be tracked back to the death of Ayrton Senna in 1994. The loss of one of motor racing’s greatest drivers was a wake-up call for the motor sport community and Senna’s legacy has, conversely, been one of safety. In response to the tragedy, then FIA President Max Mosley formed the Expert Advisory Group, with the late great Prof Sid Watkins as chairman. Members of the Group included FIA technical adviser Peter Wright, F1 race director Charlie Whiting, driver representative Gerhard Berger, and designer representative Harvey Postlethwaite. The group combined their huge amount of experience and knowledge to research and find solutions for the major safety issues in the sport. They were responsible for introducing some of the most important safety measures that have been brought into open-wheel racing including the collapsible steering column, crash tests for front, rear and side impacts, and the Head and Neck Support (HANS) device now worn obligatorily by every driver. At the beginning of 2004, Mosley brought this research group together with other safety groups that had been looking at rallying and karting under one roof so that they could share resources and expertise. The FIA Institute was formed with a grant from the FIA Foundation and Watkins was
The origins of the FIA Institute can be tracked back to the death of Ayrton Senna. The loss of one of motor racing’s greatest was a wakeup call for the community
appointed its first president. Like the Foundation, the Institute is a separate entity to the FIA but provides reports to the FIA Safety Commission, which is responsible for proposing regulations to the World Council for approval. Peter Wright, who is now chairman of the Institute’s Research Groups as well as president of the FIA Safety Commission, says that the consolidation of the safety work has helped hugely with safety improvements across motor sport. “With the Expert Advisory Group the budget for our research was set on a case by case basis. But that was all formalised with the creation of the FIA Institute,” he says. “The fundamental mantra that Sid Watkins instilled in us was that the safety changes that we do, the new homologations, the new test standards, must all be based on good science.” The Institute houses three safety research groups across open-wheel, closed car and karting categories. The Open Cockpit Research Group supervises research into safety issues relating to open-wheel race cars, from those used in Formula 1 to those in entry-level national championships. There are three ways that the Institute’s research is directed. Firstly there are requests that come down from the safety department of the FIA through the Safety Commission to the researchers. These are identified issues to do with homologation standards or new test requirements. Secondly, the Institute initiates research into safety issues it believes are significant and this goes to the relevant research group for discussion between technical experts. Thirdly, outside bodies such as National Sporting Authorities like the MSA can ask the FIA Institute to do a piece of research. There is also a slightly different process for Formula 1, where the research is directed by the F1 Technical Working Group, made up of representatives from each F1 Team, technical delegates from the FIA and a safety delegate from the FIA Institute. One recent success of the Institute has been the development of the award-winning high-speed Summer 2013 www.msauk.org 35
safety One success of the FIA Institute has been the development of a high-strength visor for the 8860 F1 helmet – a Zylon strip across the top of the visor enhances protection in a weak area
safety barrier, which is now commonplace at the fastest circuits around the world. Over six years in the making, it can dissipate energy in a way that minimises injury for the driver and has proved particularly effective in high-speed corners with short run-off areas. For example, it can absorb the energy of a 200kph impact in just five metres, whilst keeping the G-forces on the driver and chassis within acceptable limits. Another success has been the development of a high-strength visor for the FIA 8860 helmet standard used in F1. Already the 1,200g carbon-fibre shell could withstand huge crushing forces without deforming but now a Zylon strip across the top of the visor significantly enhances protection in one of its unavoidably weaker areas. Other major projects are ongoing. Recently the F1 Technical Working Group asked the Institute to look at the mechanical performance of fighter jet canopies and prototype windshield designs for potential use on Formula 1 cars. The canopy testing proved successful and has led to other ideas such as the testing of a roll-hoop in front of the driver. These results are now being evaluated and could lead to major changes for the look of an F1 car (and once a cost-effective solution has been developed, all open cockpit cars), all for the ultimate benefit of the driver. Next the Institute is encouraging lowerlevel championships to embrace the safety solutions engineered at the top level of the sport. Wright says: “The biggest challenge is to get a lot of the solutions to filter down into national motor sport through the ASNs.” One success story in this area is the Dunlop MSA Formula Ford Championship of Great Britain, which is relaunching this year with a car that is not just the fastest junior singleseater in the UK but also meets the highest levels of safety. The chassis design is the result of a partnership between Ford, the MSA and the FIA Institute. 36 www.msauk.org Summer 2013
The world accident database will give us a massive amount of intelligence and a much more objective basis for knowing where to target future developments Every area of the car was evaluated, from chassis strength and side intrusion protection to crash structures and wheel retention devices. The car was subjected to a whole range of static and dynamic tests, many of which required unique solutions. For frontal protection, for instance, a bespoke carbon crash structure was developed for the car. The result is an entry-level car with top-level safety. FIA Institute research consultant Andy Mellor, who led the project, says: “This Formula Ford shares many of the safety features and innovations found in the current Formula 1 car and provides a very high level of protection at a much more affordable cost.” The project has proved such a success that the FIA has adopted those safety regulations for use by National Sporting Authorities running space-frame chassis single-seaters around the world. Going forward, the Institute is focused on using the latest technology to gather as much data together as it can about accidents and their effects. One such project is the creation of a world accident database. The information in the database will not just include video footage but also accelerometer data, medical reports and technical reports from all accidents in major championships over recent years. Mellor says: “This will give us a massive amount of intelligence and a much more objective basis for knowing where to target future developments.” Similarly, a project to develop a miniature in-ear sensor, in partnership with one of the
world’s largest semiconductor companies, is set to provide significant data about the forces on drivers during a crash. The sensor is to be implanted into the driver’s earpiece and then inserted directly into his ear canal. It measures movement across three axes and continually captures data about the forces on a driver’s head and neck. The data could be delivered in real time, providing vital information for trackside doctors as well as safety researchers looking to make improvements during the season. “There is so much we can learn from a crash if we have the right information,” says Mellor. “For the last few years we’ve relied on Accident Data Recorders and these have given us hugely important information after a crash. However they only tell you about the forces on the car. So the possibility of putting instrumentation on the drivers themselves is a major breakthrough.” It demonstrates how motor sport is a unique laboratory: nowhere else do humans “voluntarily” act as live crash dummies. It is the type of project that is central to the Institute’s work. As Wright puts it: “That is the sort of fundamental research we do. We want to know more about how injuries happen and that is a fundamental piece of hardware, which has taken a long time to develop. It will give us lots of useful information and will also have enormous input into the non-motor sport world.”
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Measuring a driver’s sweat sodium composition helps determine the electrolyte drink that’s best for them
EAT, DRINK & BE QUICKER Keeping hydrated and watching what you eat can help you perform better on track, say the experts at the Porsche Human Performance Centre To put it simply, if you wait until race weekend to decide on your nutrition
and hydration strategies, you’ve waited far too long. Nutrition and hydration are fundamental for success in any sport. In motor sport in particular, underemphasising the importance of eating and drinking correctly can compromise race-day performance and undermine the hard work that goes in over the preceding weeks and months. Assuming you stick to good nutritional practices at home, you shouldn’t need to alter food selection on a race weekend. At Porsche Human Performance we advocate eight habits (see sidebar) as being key. One of the most important strategies to implement concerning race weekend nutrition is planning ahead. The extent to which this is required will 38 www.msauk.org Summer 2013
depend on the type of racing – and the two drivers we have picked for testing show very different needs. For example, the high-end catering services typically available to drivers such as James Calado in an FIA paddock provide plenty of healthy options. By contrast, the selection offered by the on-site burger van typically available to someone racing domestically like Ben Norfolk, a sprinting competitor, makes good nutrition more difficult. Consequently, for Ben and others like him, pre-preparing meals and snacks to take to a race weekend is essential in ensuring good food is on hand when needed. Researching the race venue in advance to identify local shops or supermarkets where better options are available is also a really good idea.
performance The physical and mental fatigue that can be induced by an intensive race schedule means regulating energy levels is vital. It’s important to eat small, easily digested foods frequently throughout the day. This can also prevent the potential adverse effects (bloating, diversion of blood from muscles to the gut, lethargy) that accompany overeating on a single large meal in the hours prior to the race. It’s also important to avoid eating new foods or very sugary foods on race weekends. Often drivers like to use supposed performance enhancers such as energy bars, gels and drinks. However, unfamiliar foods can disturb the gastrointestinal tract while foods high in sugar negatively impact energy levels so stick with (pre-made) familiar and natural foods where possible. An inappropriate hydration strategy can also majorly undermine any benefits gained from food. The aim of a driver’s hydration strategy should be to prevent dehydration and maintain electrolyte balance without drinking to excess. The latter point is an important one for several reasons. When the body’s electrolyte balance is disrupted by either inadequate or excessive hydration, it will affect cognitive function, concentration levels and coordination. Importantly, the sweat electrolyte concentration of two separate drivers can vary as much as eightfold. The particular electrolyte that varies in a person’s sweat is sodium. It is therefore recommended that, for optimal hydration, drivers drink an electrolyte drink that is matched to their individual sweat sodium composition. This can be done by conducting a sweat test to accurately determine sweat composition (as done by Precision Hydration, for example). Having conducted sweat tests with James and Ben at Porsche Human Performance we were able to identify that James loses 1,330mg of
PHP’S EIGHT HABITS OF GOOD NUTRITION:
1 2 3 4
Eat every two to three hours
5
Ensure you get a mixture of fats (saturates, monounsaturates, polyunsaturates) each day
6 7
Drink only noncalorie beverages
8
Adhere to the seven rules 90% of the time
Eat some lean protein with every meal Eat fruit and/or vegetables with every meal Ensure that your carbohydrate intake comes mainly from fruit and vegetables
Eat mostly whole foods instead of supplements whenever possible
sodium per litre of sweat while Ben loses 1,453mg/L. Their compositions are fairly similar and are in the high to very-high bracket relative to the human average (approximately 920mg/L). Accordingly, they have both been prescribed a highly concentrated H2Pro electrolyte drink containing 1,500mg/L to ensure a close match between electrolyte loss and replacement. It is important to note here that despite their similar concentrations, situational factors can greatly influence the volume of sweat loss and therefore the volume that each would need to drink in their respective circumstances. A good example of this would be when James is racing in the Malaysian stage of GP2 where ambient temperatures of over 40°C and humidity values near 100% can trigger sweat losses of up to 2 litres in a single race. Compare that to the conditions likely to be experienced by Ben racing in Britain (which are clearly less conducive to higher sweat rates) and the need to tailor fluid intake to each race weekend is very evident. It is recommended that you listen to your body and drink to thirst. This means not allowing yourself to get excessively thirsty but also not drinking constantly without being thirsty, especially if drinking water. Overhydrating through excessive intake of water can cause hyponatraemia (low blood sodium), which can be as detrimental to performance, if not more so, than dehydrating. Ultimately, the nutrition and hydration strategies used on race weekends can greatly contribute to both the success or failure of a driver. However, day-to-day nutrition and hydration practices have a far greater effect on performance in the long run than any single race weekend strategy. So before you start concerning yourself with exactly what to eat and drink on the weekend, start by thinking about your very next meal.
Each driver is different, so it’s important to tailor nutrition and hydration to individual needs
Avoid eating new foods or very sugary foods which can disturb the gastrointestinal tract and negatively impact energy levels. Stick with familiar and natural foods where possible Summer 2013 www.msauk.org 39
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role play
Rally stage commanders need to keep a cool head to run their stage
MASTER AND COMMANDER
It takes experience, knowledge and a cool head to become a rally stage commander
STEVE GREGG
Few sports get spectators closer to the action than rallying. If
standing in the trees on a freezing Welsh hillside isn’t close enough for you, then volunteering as a rally official could be what you’re looking for. Stage commanders are experienced rally officials who make sure that the stage they look after runs like clockwork, and who initiate rescue crews in the event of an incident. It requires a meticulous approach to the job and what Kevin Witton, a former co-driver with over 20 years of knowledge of the sport, calls a “sixth sense”. Witton, a member of the Wolverhampton & South Staffordshire Car Club, acts as a
stage commander at the Wydean and Woodpecker rallies, as well as being an International Clerk and Forestry Liaison Officer for the MSA. “I got into the sport as a co-driver and became a member of the club, then I wanted to give something back,” he says. “I started as a marshal and worked my way up by getting to know people and building up my confidence. I worked through being a radio marshal and doing time controls and finally became a stage commander. “My responsibility is looking after the stage on the day. I get there an hour before signing on and I check the stage to make sure it complies with the Blue Book with
signage and so on. I sign on the marshals and allocate them their post and radios and generally run the stage. Once everyone is in place, we wait for the competitors and I listen to the radio. If we do have an incident it’s my job to mobilise the rescue crew.” Apart from being calm and organised, Witton says one of the best personal qualities of stage commanders is wanting to give something back to the sport. And, above all, knowledge of how a stage should run is key. “You need to have a good understanding of the way things should run on an event and almost have a sixth sense for when something is not right,” he adds. “The stages are not exactly the same every year – they might use a different junction, or the time of day might vary. That’s one of the things I like about it, the variation on what you’ve done the previous year.” Given the experience needed to fill this role, many stage commanders start out as rally marshals and work their way up as their knowledge and skill increases. As Witton points out, few clubs would turn away potential volunteers, and the British Rally Marshal’s Club (www.brmc.org.uk) can help with advice and information. Summer 2013 www.msauk.org 41
Hilton’s highlights Colin Hilton served over 12 years at the helm of the MSA. The former Chief Executive talks Gemma Briggs through his achievements
42 www.msauk.org Summer 2013
interview
Hilton’s time as MSA Chief Executive has involved turning the MSA into a forwardthinking organisation while maintaining rock-solid corporate governance
LAT PHOTOGRAPHIC
When asked to pick a stand-out memory from his time as Chief Executive of the MSA, Colin Hilton doesn’t describe
escorting high-ranking politicians at the British Grand Prix or flying to exotic climes for an FIA conference. Instead, he chooses a moment of crisis. It was in 2001, Hilton’s first year as head of Britain’s motor sport governing body, that the cattle disease foot-and-mouth brought great swathes of the countryside under lockdown. “It was a huge challenge to keep motor sport going – particularly rallying and cross country – in the light of foot-andmouth,” he recalls, “but we managed it. “We were following the government’s chart of where foot-and-mouth had been identified and where it hadn’t. So we knew where it was safe and where it wasn’t safe to go. We were having day-to-day bulletins to keep motor sport going. It was like being in a war room.” If there’s one thing this anecdote reveals, it is the passion and commitment Hilton has shown towards grass-roots motor sport during his tenure. Even the most hard-boiled fan would balk at the suggestion of giving up 30 weekends of his year to the sport, but that’s exactly what Hilton has done. “Not just high-profile events, very much grass roots,” he says. “I have been able to get out and about and build up relationships with other ASNs (national governing
bodies) and it has been fascinating to attend world councils and general assemblies. “But I have also tried to do a round of every MSA championship, of which there are 16, each year. I also tried to get round all the regional associations, but that usually took three years on a rotation. And there have been countless championship awards nights.” After only five minutes of chatting, it becomes clear that being Chief Executive of the MSA is a complex role. It means running a multi-millionpound business, ensuring it functions as a regulator, lobbying the government on its behalf, and investing in talent development and future growth. Incredibly, Hilton would not describe this as a challenge. “No, I wouldn’t. It’s been enjoyable because every day is different. You have good days and bad days, but every day is different.” Hilton identifies his first major achievement as helping move the MSA away from being purely a regulator to becoming a governing body that is able to develop and sustain the sport. This has been done through developing the commercial arm of the organisation and investing funds in schemes such as the MSA Academy and Go Motorsport. One of Hilton’s strengths has been to take the wide view and look at the role of other sports governing bodies, all of whom invest in talent development. Summer 2013 www.msauk.org 43
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“A GREAT CHIEF EXECUTIVE”
Hilton has been instrumental in investing in schemes such as the MSA Academy and Go Motorsport
LAT PHOTOGRAPHIC / PATRICK GOSLING
Being Chief Executive means running a multi-millionpound business, ensuring it functions as a regulator, lobbying the government on its behalf and investing in the future Thanks to the tireless efforts of Performance Director Robert Reid, David Brabham and the MSA’s relationship with the Racing Steps Foundation, the MSA has made great strides in this area. “Some people ask, shouldn’t we just be funding one driver? But if you look at the budgets in WRC or F3, we don’t have those funds,” he says. “And we’d probably pick the wrong one! It’s far better to share that experience. We now have more than 60 young drivers involved at various levels of the MSA Academy, including 25 on an Advanced Apprenticeship in Sporting Excellence programme at Loughborough College.” It is not only younger members of the sport who have received Hilton’s attention, as one of his great strides has been lobbying the government to bring about a change in law that will allow closed-road events to take place without requiring an Act of Parliament. If this is achieved, it will benefit thousands both within and outside the sport. Likewise, another recent achievement has been to change the way the sport is insured, and risk managed, through the creation of an insurance support fund. “It will bring the insurance a little into our control, through taking on some of the risk ourselves, and stabilise the premiums,” says Hilton. Hilton is proud – as we should all be – of the MSA’s reputation as one of the best governing bodies in the world and its recognition by the FIA as a gold-standard ASN. He should take much credit for this, as the organisation is a very different one from when he started 12 years ago. It is a stronger communicator, whether through printed material
such as this magazine or monthly e-newsletters, social media and the website. “We’ve managed to put a lot of business transactions on the website,” Hilton points out. “75% of licences can be bought online. The website has speeded things up. Any changes of regulations going through council used to go through the quarterly magazine. Now the decisions go from the committees direct onto the website and people can communicate straight back via the internet and join the consultation process. It allows us to deal with things much more quickly.” Describing the MSA as “a totally different organisation” to that which he first began working at as Head of Technical in 1992 – one which is “younger, fitter, more up-to-date and communicating better” – he is keen to stress the great team who have worked alongside him to achieve this. “And in all the new things we do it’s easy to forget there’s a group of people issuing permits and licences, homologating cars and authorising people to come into the country on behalf of the Home Office… the list is endless. They are doing the hard graft day in, day out.” As for Hilton’s own hard graft, it won’t end with his retirement. “I’m staying on for a year to help out and I’m helping the FIA to set up a new sports development task force,” says Hilton. “I’m also a member of the FIA Institute. Oh, and I’ve just become chairman of the kart committee, too. So I’m not leaving motor sport, but I’ll perhaps not continue with the same level of commitment.” And that’s a commitment we should all thank him for.
“Colin Hilton has been a great Chief Executive and exactly the type of CEO the MSA needed. In the past 12 years the organisation has transitioned from a fairly introspective role of issuing licences, permits and convoluted regulations, into a forward-thinking and much more dynamic and engaging entity. “From the Chairman’s perspective, a strong and mutually respectful relationship with the CEO is vital for the health of the organisation. The fact that Colin and I quickly formed such an excellent working relationship from the very beginning is largely down to the fact that Colin also shared the same vision as I did for the future direction of the MSA. Rather than resist change, he embraced it. “Colin successfully steered the MSA through new initiatives and programs whilst maintaining rock-solid corporate governance. Or to use a motor sport analogy, he has been superb at balancing the performance of the car through judicious use of the right amount of both throttle and brake. “The MSA is now globally recognised as one of the very best motor sport governing bodies in the world – and a huge amount of that is due to Colin Hilton. British motor sport owes Colin a great debt of gratitude and, personally, I’m very proud to have worked with him. “On behalf of the Board of the MSA, I would like to thank Colin for everything he has done for our great sport. We wish him a long, happy and well-deserved retirement.” ALAN J GOW MSA CHAIRMAN
Summer 2013 www.msauk.org 45
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interview
I have a general love of motor sport. I think the technical term is ‘petrolhead’. Much to my daughters’ embarrassment, I’ve always bored them watching Formula 1
Raising the game A powerful background in the Rugby Football Union gives new MSA Chief Executive Nick Bunting a strong start From ruck and maul to throttle and brake, switching from rugby
PROFESSIONAL IMAGES
to motor sport might sound like entering a
totally new world. But when you hear former RFU Chief Operating Officer Nick Bunting talking about investment in the “community game” (rugby’s grass roots) or training of officials (substitute linesmen and referees for marshals and clerks of the course), you realise that to be chief executive of any major sport is to face a similar task. “The key things in my background are the development of sport and the understanding of issues around regulation and officiating,” says Bunting. “I also have a commercial background and so I understand the importance of generating additional funding to invest in the sport and drive things forward. “But most of all I have a general love of motor sport. I think the technical term is ‘petrolhead’. Much to my daughters’ embarrassment, I’ve always bored them watching Formula 1 and my brother-in-law was a rally driver, so through his activities I have experience of the competitors’ side.”
Bunting may only recently have started in his new role, but he already has a strong understanding of the MSA and a clear vision. “The MSA is a really incredible organisation with a great reputation in the sports world,” he says. “The thing that’s important is the value that motor sport can bring to the community, which is quite unrecognised, broadly speaking. “David Cameron has recognised the engineering excellence within motor sport and that cascades into other industries. It’s important that we embrace the value and contribution that motor sport can bring to communities and society at large. “We also have to look at the continuum between grass roots and performance, so that we have got the full mix of what we are trying to achieve. It’s about making sure our club base is successful and is supported and has a growing participation of competitors, volunteers and officials. Then they can survive and grow, and help generate the elite performers of the future.”
Bunting lives in motor sport valley and has chaired the Northamptonshire County Sports Partnership for eight years, during which time he worked with Silverstone, Rockingham and Santa Pod, and as a local councillor assisted with the development of the Daventry and Silverstone University Technical Colleges. It’s clear he is looking forward to growing this knowledge base across all sectors of the sport. “The biggest challenge for me will be getting out amongst the grass roots organisations,” he says. “I want to understand their perspective on their role and what they can contribute to the sport, how the sport can be reviewed to help them perform better, to be more sustainable. “So when I come to the end of my tenure as Colin [Hilton] has done – because we are just guardians of the sport for a period of time – hopefully the sport will be in a better place than when I took it over. I want to make sure my guardianship of the sport is done in a way which enhances, develops and consolidates so that we have sustainable motor sport in the UK.” Summer 2013 www.msauk.org 47
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News, products and advice for club competitors
NEWS
GT3 LEADS CHEVRON’S RANGE OF SPORTS CARS A range of sports cars eligible for a leading series, including British GT and Britcar MSA British Endurance, is available from Chevron Cars Limited. The company handles the development, manufacture and support of current specification Chevron GT cars – including the GT, GT3 and GT4 models, and is the original Derek Bennett company. The latest Chevron GT cars are built and prepared in the newly equipped facility based in Crewe. This state-of-the-art workshop has been designed to manufacture road and race cars as well as offering a full parts, preparation and maintenance service to customers. As well as producing, setting up and running Chevron GT race cars in various championships, track day support and bespoke packages are also available. In terms of standard specifications, the Chevron GT has a 2.0 litre Cosworth engine guaranteed for 12 months and a Hewland JFR sequential gearbox, whereas the GT4 has a 2.3 litre Cosworth engine, a Hewland TMT gearbox and a Hewland paddle shift. For the ultimate
Chevron Cars Ltd manufactures top notch race and sports cars to suit individual requirements
Chevron racing experience, the top-of-therange GT3 is available with a 4 litre Cosworth V6, a Hewland LLS gearbox, the Hewland paddle shift, Brembo brakes, and technically advanced electronics. Prices start from about £55,000 for a Chevron GT. For further information, and to discuss your requirements, contact Chevron Cars Limited on 01270 581 508, or email info@chevronGTcars. com or go online at www.chevron GTcars.com
PRODUCT
NEW ATL MANUAL REFUELLING BOWSER www.atlltd.com
Fuel cell specialist ATL has developed a new manual refuelling bowser which the company says is a safer and more accurate means of
and via Twitter @ChevronGTcars. The company ethos is based on quality and service, ensuring that Chevron car owners are fully supported prior to placing an order, during manufacture and after collection. In 2013, Chevron Cars Ltd is competing in the Britcar MSA British Endurance, GT Cup and British GT Championships, and plans to venture into Europe for the Dutch Supercar Challenge.
refuelling than using a jerry-can and funnel. Aimed at competitors who do not want the expense of buying a complete refuelling rig or electric pump-driven automatic bowser, the new 80L sits in the middle of the spectrum. It features a hand-operated pump, weighing scales and an adaptor for standard fuel barrels. According to ATL, the transfer of fuel from barrel to bowser to car is spillfree and accurately controlled. Occupying only 50cm2 of floorspace, the 80L features a slimline design and solid rubber castor wheels, meaning the bowser is easy to manoeuvre, while the scales are powered by a rechargeable battery. For more information call +44 (0)1908 351700 or visit www.atlltd.com.
Summer 2013 www.msauk.org 49
BUYER’S
GUIDE
Getting from A to B
If your competition car isn’t road legal then you’ll need a way to transport it to and from event. Here’s our round-up of trailer suppliers PRG TRAILERS
Who are they? PRG trailers have been producing open and enclosed car trailers for over 20 years, and have recently created the New PRG Tracsporter XW. This trailer has been designed with maximum aerodynamics and due to its extremely low loading angle it is designed to carry all types of race or rally car. Tracsporter XW has a 16ft (4.88m) bed length and 6ft 6” (1.98m) width and can be fitted with a full range of optional extras. It comes complete with a full European COC certificate. Why choose them? PRG Trailers say their focus is on product quality, styling and excellent customer service. Where can I find out more? Visit www.prgtrailers.co.uk or call +44 (0)1270 812402.
The trailer has been designed to carry all types of race or rally car
Moto-Trek
Who are they? The company originally designed and built equestrian trailers and trucks, but has expanded to include a range of motor sport trailers and transporters, including a bespoke transporter designed for a classic racing car team. Built on a new Isuzu 7.5 tonne chassis, this twin deck transporter includes a period-style living area, featuring a shower room and sleeping for four adults. Why choose them? They supply everything from basic kart trailers with and without living accommodation, through to twin-deck 7.5 tonne vehicles and above. Where can I find out more? Visit www.motor-trek.co.uk or call +44 (0)1484 852121.
Brian James Trailers Who are they? Brian James Trailers are a leading car trailer manufacturer producing a wide range of models catering for all sizes of race and road cars. Their new Race Transporter models are designed to enhance all aspects of the enclosed trailer concept, with increased useable interior space and extensive use of aluminium and lightweight composite body panels, reducing weight and therefore fuel consumption. Why choose them? Brian James offers popular Race Shuttle 2 & 3 models for small to medium cars, featuring excellent weather protection, easy loading and quick access in a lightweight aerodynamic design. Where can I find out more? Visit www.brianjames.co.uk or call +44 (0)1327 308833.
50 www.msauk.org Summer 2013
buyer’s guide POLE POSITION
what’s hot
A look at the new products on the market
FOLDING WORK BENCHES
www.quickfoldworkbenches.com These super-strong fold-down racing benches are robust while being light and easy to assemble. Galvanised and zinc-coated to give a superior waterproof finish, they feature laser-cut precision parts and are manufactured in Sheffield. Quickfold Workbenches have a range of eight to choose from, including specific motor racing and karting versions. They are available in 1200mm, 1500mm and 1800mm lengths from stock. For more information call +44 (0)1909 563777or email sales@ quickfoldworkbenches.com
RADIO COMMS
Hopkins Motorsport Transporters Who are they? One of the largest race transporter manufacturers in the world, Hopkins Motorsport Transporters build bespoke units on both new and used chassis. They cover all levels of motor sport and have previously built for Formula 1, GP2 and World Series by Renault, as well as leading domestic series and club level motor sport. Why choose them? They recognise that not all teams have the same budget or race transporter requirements. All transporters in stock are for sale or available for short- or long-term rental, with or without tractor units. Where can I find out more? Visit www.motorsporttransporters.co.uk or call +44 (0)117 950 9294.
www.ideastoreality.co.uk Ideas to Reality supply high-performance radio communications at competitive prices. Their range includes professional cans for the pit/engineering crew and full in-helmet headsets for the driver. They feature Nexus-type plugs and sockets for durability and reliable performance, and UHF and VHF radios for licensed and unlicensed users complete the package. To find out more go to www.ideastoreality.co.uk or call +44 (0)1527 908658.
MOBILE PRESSURE WASHERS
www.flowasher.com Flowasher manufactures battery-powered mobile pressure washers in 15-litre or 17-litre tanks that can be removed for filling with hot or cold water. They provide 110psi power from a quiet internal battery on the F1 model, or from a power pack on the F2 version. They feature either a 12v power source or a 240v charger power pack. The latter comes with a powerful LED torch attached and can run the Flowasher for up to one extra hour, and be can charged from USB socket. For more information call +44 (0)1909 563777 or email sales@flowasher.com
TYRE PRESSURE MONITORING
www.stackltd.com Stack’s acclaimed battery-less Tyre Pressure Monitoring System is based on ground-breaking Surface Acoustic Wave (SAW) sensor technology, which has overcome the problems associated with mounting batteries and complicated electronics in sensors on wheels. Suitable for both professional and amateur teams, it offers greater accuracy, enhanced reliability, lower weight and longer sensor life. It is the smallest TPMS on the market and provides comprehensive pressure and temperature information. For more information visit www.stackltd.com or call +44 (0)1869 240404. Summer 2013 www.msauk.org
51
if it’s valuable to you. it’s valuable to us. Ellis Clowes, Lloyd’s Broker, has a heritage evolving over 30 years within the world of Motorsport. We offer an unparalleled level of sophistication to placing your insurance whilst understanding the importance of discretion, honesty, transparency and superior client service. You can be confident that your insurance is accurate, appropriate and effectively managed by our team of experts. We can provide you with a 24/7 service to ensure that you have access to bespoke insurance covers to suit all of your requirements be that as an individual, a team or a business.
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grass roots
Some of the WRC’s top co-drivers started off in road rallying
LET’S TRY…
ROAD RALLYING Some of the finest co-drivers in the history of rallying started out in road rallying, says Ben Anderson
ROB JONES
Colin McRae, Richard Burns, Sebastien Loeb, Marcus
Gronholm. All of them are World Rally Champions and instantly recognisable to millions. But maybe they wouldn’t have become world title winners if it weren’t for the skill of their respective co-drivers: Derek Ringer, Robert Reid, Daniel Elena and Timo Rautiainen. You might not think the WRC has much in common with British Road Rallying, apart from the last word in its title. But ex-WRC co-driver Nicky Grist began his career in this branch of the sport, winning three consecutive titles (two Welsh, one national) between 1982 and 1984. He says it is a great place for co-drivers to start out.
“Road rallying navigating gave me a tremendous grounding for my stage rally career,” recalls Grist, who co-drove for McRae between 1997 and 2002 in the WRC. “Reading a map is basically the same job as reading pace notes, although a lot more difficult. “All timing elements and pre-event preparation for road events can be as complex as that for a WRC round and I would urge any budding stage rally co-drivers to give it a try to further their skill and abilities.” Bob Blows is a long-time road rally navigator and also sits on the MSA’s Road Rallies Working Group, which is responsible for developing the sport. “Road rallying taught me about map-reading and timing and it’s great for problem-solving,” he says.
“Sometimes it’s simple map-reading, sometimes logic. The emphasis is on the navigation. The driver is merely a device to get the car going at an appropriate speed. The expertise is in the left-hand side of the car. That’s what it’s all about.” Road rallying as it is today grew out of the need to peg back speeds on events taking place on public roads. They had become excessive due to the way rallies were timed. This system, by which clocks on each part of a route were set to show identical times for a particular car as it passed by, to indicate whether it was on schedule, was known as Targa timing. It was banned in 1988 because it allowed organisers to conceal the average speeds at which cars were completing Summer 2013 www.msauk.org 53
grass roots rallies. There are strict controls on the overall time and average speed (no more than 30mph) at which a car can complete a route. The basic idea behind all road rallies is to get your car from A to B as close to the specified time and average speed as possible. The events take place on open public roads, so must comply with traffic laws. And they take place at night to minimise the chances of disrupting unsuspecting members of the public. Any road-legal car is eligible, though many will have slight modifications (uprated suspension, knobbly tyres, roll cages and extra headlights) to help deal with the tricky country roads on which road rallying typically takes place.
It’s much harder to see where you’re going at night and the navigator has got to know exactly where you are on the road at all times There are slight variations of the discipline, depending on the number of cars allowed to participate, the length of the event and the style of navigation required. The most basic events, known as ‘12-car’ navigation rallies will last as little as two hours and don’t require a competition licence. At the other end of the spectrum, the Endurance Road Rally Championship requires an MSA competition licence. It mixes road sections with special tests on private land, covers hundreds of miles over many hours, and cars are limited to 1400cc to limit performance. There are several other variations in between and you can compete in a local 12-car road rally for as little as £12. “Typical stage rallies are about knowing the route and driving it as quickly as possible, but the emphasis is different in road rallying,” explains Blows. “It’s much harder to see where you’re going at night and the navigator
ROB JONES & LAT
Medwyn Jones and Merfyn Williams in their Talbot Sunbeam, at the Caernarvonshire & Anglesey MC
Nicky Grist (above middle) began his career in road rallying; reading a map (below) is basically the same job as reading pace notes - but a lot more difficult!
has got to know exactly where you are on the road at all times. It’s really exciting, really good fun and really hard work!” Road rallying is not without its problems though. Although organisers take their PR duties very seriously, local residents can complain about noise during the night. The sport is also grappling with the difficulty of accepting modern cars (the rules currently forbid turbocharged engines) and is struggling to find the next generation of navigators. “I read maps for enjoyment but I’m clearly a dying breed!” quips Blows. “The sport is struggling at the moment and we have a dearth of young navigators. People want instant gratification but it takes time. I don’t think you’ll become a particularly great co-driver going straight into stage rallying. You need to build it up. Road rallying is the perfect place to start.” Summer 2013 www.msauk.org 55
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technofile TECHNO
FILE
Drivers may be frustrated by noise restrictions, but they ignore them at their peril. Ben Anderson investigates the latest in silencing tech
Silence is Noise is probably the most pervasive issue facing circuit and wider motor sport today.
EBREY/LAT PHOTOGRAPHIC
Noise is regulated at all venues and the legal agreement at Thruxton (below) is one of the tightest in the UK
There’s no escaping the fact that motor sport can be a noisy activity and, while a certain amount of noise is accepted as being integral to the sport, operators must constantly check, control and monitor the noise levels emitted at their venues. The number of days venues are permitted to be active, and the amount of noise they are allowed to make, depends on specific agreements with their local communities. And agreeing levels of noise acceptable to often-agitated locals is never easy. Donington Park entered lengthy renegotiations after re-opening in 2010. This followed a sustained period of inactivity after Simon Gillet’s failed bid to bring the British Grand Prix to Leicestershire. County neighbour Mallory Park is also grappling with renewed concern over noise at its circuit. The legal agreement at Hampshire venue Thruxton is one of the tightest in the UK. It’s allowed to operate for just 16 days a year, which equates to 12 race days and four mid-week test days. But those mid-week test days must only occur during school holidays. Thruxton’s limits are set down by an old court order that traces its roots to the days when Norton motorcycles used
to thrash round for 24 hours at a time. The situation at North Yorkshire venue Croft is more complex. It went through a legal battle in 2008-2009 that completely changed its operation. Its limit fell from 210 days a year to just 40, but with a caveat that it could have unlimited use for the rest of the year provided its average noise level remained below 70db per day. The circuit monitors this, using a system that calculates the cumulative level of noise created and tells circuit manager Tracey Morley when this is nearing the 70db limit. Using this system (known as LEQ), she can determine how many cars should be running, and for how long, on a given day to keep noise within agreed limits. “It collects information all the time and reads on a screen in my office,” says Morley, who has worked at Croft since 1997. “It’s only through experience that we know how to keep noise at a certain level. Atmospherics make a huge difference. The same 10 cars can register 2-3db louder on the system if it’s raining or windy rather than clear and sunny.” Monitoring noise and keeping local communities onside is a constant battle for circuits. The knock-on effect for competitors is that they may be turned away
Summer 2013 www.msauk.org 57
technofile
JEFF BLOXHAM/LAT PHOTOGRAPHIC
Silencing Historic cars can be a challenge
if they cannot ensure their cars comply with mandated levels. For MSA-sanctioned events, noise limits for different types of car are set down in the Blue Book; MSA regulations ensure consistency of requirements within a motor sport discipline, irrespective of the venue. All cars undergo static noise tests before they are allowed onto the circuit. This normally requires engines to be revved at three-quarters of their maximum while a noise meter measures the level of noise coming from the car, usually at 0.5m from the exhaust exit. Ironically, some cars (particularly motorcycle-engined ones) often struggle to pass a static noise test, but may be much quieter than other types once running on the circuit. This is due to extra variables, such as particular air induction characteristics of an engine, when the car is under load. Phil Millington has run exhaust specialists Milltek Sport for 30 years. Milltek is a long-time sponsor of the VW Racing Cup and has also worked in British Touring Cars and Time Attack. “Silencers work by slowing or interrupting the exhaust gas flow to turn sound energy into heat,” explains Phil. “A tuned silencer is an integral part of the power package and needs to be selected in consultation with the engine builder to make sure that the back pressure created by the silencer doesn’t compromise the power and torque of the engine. By increasing the tube bore size through the silencer the back-pressure effect can be minimised. The length and thus the volume of the silencer can then be used to manage the sound level. “Because track cars are generally individually built, silencer selection requires consultation with a specialist. They will assess the engine size, power output, peak torque and peak rpm, and the desired noise level to promote a suitable silencer. For track use, people tend to use absorption silencers as these are
58 www.msauk.org Summer 2013
The amount of noise circuits are allowed to make depends on agreements with their local communities generally seen as the most efficient and cost-effective solution. Baffled silencers also convert sound energy into heat, but they use mechanical baffling to divert the gas rather than an absorption medium such as fibreglass or stainless steel wire wool. Baffled silencers are generally more complex to build and may have a weight penalty compared to absorption units.” Most cars develop noise issues when the baffling breaks down and “blows out” through the exhaust. They then require re-packing to work properly again. Millington also recommends carrying personal noise meters to help keep on top of the situation. These are available for as little as £35. Leon Pearce, of exhaust specialists Alunox, says noise is an even bigger challenge for historic cars. “There’s a balance to be found in trying to get high-end race cars quiet without sacrificing power,” he explains. “We’ve just taken delivery of a new Lamborghini track day car, an old GT car and a Lola T70. They all came in because of problems with noise. “Putting silencers on T70s is difficult because the car is not original once you do. And engine builders are coming to us saying they want to keep 600bhp, but at 105db. Your average Toyota Yaris road car comes out the factory at 92db! Modern cars can account for noise, but historic cars weren’t designed for it, so making them quiet is a huge challenge.”
AHASS was formed in conjunction with the UK’s Motor Sports Association (MSA) in 1997 with the object of encouraging high standards of instruction within schools operating in the Hillclimb and Sprint arena of motorsport. Each AHASS Hillclimb and Sprint School provides a superb introduction to the exciting speed disciplines of British Motor Sport. What do you need? • Road going car with proof of tax, insurance and MOT • A sense of adventure and willingness to learn Who can take part? • Anyone over the age of 16 • An existing competitor wanting to improve driving style, driving lines and techniques with the assistance of a qualified MSA instructor • An existing competitor wishing to upgrade their MSA licence • A member of a competitors pit crew – just dying to have a go • A new entrant to motor sport, wanting a track day with a difference and have fun AHASS has five professional schools throughout the UK – with more coming soon. GURSTON DOWN HAREWOOD HILL LOTON PARK MAC SHELSLEY WALSH PRESCOTT Schools are run regularly throughout the year. Go to the AHASS website www.ahass.co.uk for a direct link with the individual schools Go on …you know you want to. Have a great day of motor sport with - expert training. Have some great fun!
AHASS Principal Basil Pitt Tel: 01202 826322 Email: info@ahass.co.uk www.ahass.co.uk
LISTA FP FEB11 AP 2
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national court
MOTOR SPORTS COUNCIL NATIONAL COURT SITTING MONDAY 5 NOVEMBER 2012 CASE No J2012-22 Dovey Valley Motor Club
This matter was referred to the National Court for an Investigatory Hearing in accordance with the General Regulation C9. On 5 August 2012, the Dovey Valley Motor Club applied to the MSA and was issued online with a Certificate of Exemption for a Gymkhana to be held on 19 August 2012. On 14 August 2012 the MSA contacted the Dovey Valley Motor Club and requested copies of the Gymkhana Tests. None were forthcoming. A further unsuccessful attempt to obtain copies of the Tests was made on 17 August 2012. On 20 August, after the apparent date of the event, a representative of the Club contacted the MSA by email, indicating that there had been a
misunderstanding and that their event had actually taken place on 12 August 2012 without any permit in place. The MSA responded and indicated that the Dovey Valley Motor Club must: 1. Put checks in place to avoid any repetition of events being staged without the relevant permits. 2. Provide the MSA with a copy of the ‘Gymkhana Tests’ and instructions for the event of 12 August 2012. On 10 September 2012 the Gymkhana documentation was forwarded to the MSA. A Gymkhana is an event defined in the Nomenclature and Definitions Section of the Blue Book as ‘ An event held wholly on private ground and in which no test is determined solely by the speed of the competing vehicle, or by the skill of the Driver in controlling the vehicle, and in which if there are to be
timed tests, there will be at least an equal number of untimed tests. No test may be timed to an accuracy of less than 5 seconds.’ The test documentation submitted by the Dovey Valley Motor Club clearly showed a driving test where speed and manoeuvrability were the determining features and the email to colleagues that accompanied the diagram stated that the layout was the only test being used, twice in each direction. Although representatives of the Dovey Valley Motor Club were unable to appear before the Court, correspondence was sent to the Court in which there was a frank admission that their event took place without a permit. The National Court concluded that: 1. The Regulations had been breached in that there was no permit for the event staged on 12 August and that further the
event was not a Gymkhana but an AutoTest. 2. As the Dovey Valley Motor Club had accepted responsibility for their omission, had a good reputation for organising events and appeared to be taking action to avoid any further contraventions of the Regulations, a fine of £250 and a contribution of £100 towards the costs of the Investigatory Hearing payable by the Dovey Valley Motor Club was considered appropriate. 3. Officials and/or organisers of events must undertake the necessary research and make the appropriate enquiries so that the relevant permits are obtained for their event. The decision was set down at 16.00 on Monday 5 November 2012.
International Sporting Code as the ASN of the country in which the decision was given. Having heard submissions from Robert Magin, the technical scrutineer for the Porsche Supercup, and Martin Reichenecker from Porsche AG and from Timo Rumpfkiel from Verva Racing and having considered the technical reports from Brembo and further written evidence from Dr Siwert the seal manufacturers, Contitech, the appeal is allowed.
The National Court is not satisfied on the balance of probabilities that the evidence of non-compliance is sufficiently made out when facts including usage, mileage, extremes of temperature and age of the seals are fully considered. The Appeal Fee shall be refunded. This decision was set down on Wednesday 17 October 2012 at 16.34 hours.
their representatives. The National Court found that a number of irregularities had occurred in dealing with the protest by Alistair Dow that did not comply with MSA judicial procedures as set out in the General Regulations. In particular, the National Court was not satisfied that a hearing had taken place in connection with the protest as prescribed in C5.4. After due consideration the National Court finds the decision to exclude Ross McEwen was unsafe following the failure of the Officials to comply with the relevant
judicial procedures set out in the Regulations. The National Court orders SMRC re-instate Ross McEwen, competitor 74 in the race results of race 10 of the Scottish Formula Ford Championship on the 23 September 2012. Further the National Court order costs of £500 against SMRC to be paid. This decision was set down on 5 November 2012 at 15.55 hours.
GUY SPOLLON CHAIRMAN
SITTING WEDNESDAY 17 OCTOBER 2012 David Munro (Chairman) Mike Harris Peter Riches CASE No J2012/23 Verva Racing
This is an Eligibility Appeal arising from the inspection of the brake callipers fitted to Car #10 which raced in the Porsche Mobil1 Supercup at Silverstone on 6-8 July 2012. The seals were subsequently removed from the callipers and were examined at the premises of Brembo in Italy. They were believed not to comply with regulation 4.5
of the Porsche Mobil1 Supercup Regulations 2012 in that they had been the subject of unauthorised modification or that they were not original Porsche components. At a meeting of the Stewards on 18 September 2012 the Stewards found that the piston seals did not comply with Regulation 4.5, and excluded the vehicle from the event. It is against that decision that the Appellant, Verva Racing now appeals and the matter comes before the National Court under Article 182 of the
DAVID MUNRO CHAIRMAN
SITTING MONDAY 5 NOVEMBER 2012 Steve Stringwell (Chairman) Mike Garton Nicky Moffitt
CASE No J2012/26 Ross McEwen
In respect of the Scottish Formula Ford Championship race meeting held at Knockhill on 23 September 2012, the MSA referred matters to the MSC National Court for an Investigatory Hearing in accordance with General Regulation C9 regarding judicial procedures followed by senior officials in respect of and following,
an Eligibility “protest” by competitor Alistair Dow against competitor Ross McEwen in race 10 (who had been included in the results and subsequently excluded from the results following the protest). The National Court received a considerable amount of written evidence from SMRC Officials, Scrutineers, the MSA Steward and the two competitors Ross McEwen and Alistair Dow. At the National Court Investigatory Hearing, evidence was received in person from Ross McEwen, Alistair Dow, and
STEVE STRINGWELL CHAIRMAN
Summer 2013 www.msauk.org 61
national court SITTING MONDAY 5 NOVEMBER 2012 Steve Stringwell (Chairman) Mike Garton Nicky Moffitt CASE No J2012/28 Trent Valley Kart Club
Following a referral by the MSA, the MSC National Court held an Investigatory Hearing
in accordance with General Regulation C9 in respect of the race results of race 27, the Junior Rotax ‘A’ Final held on the 7 October 2012 at Paul Fletcher International organised by Trent Valley Kart Club. Following race 27, the Junior Rotax ‘A’ Final, a competitor was found to have a faulty transponder. Having completed the
full race distance, it was found that he had been classified as a non-starter in the results. Following a further investigation by Trent Valley Kart Club, and after due consideration of all the facts that confirmed that the competitor concerned had completed the full race distance, the MSC
National Court orders that the appropriate championship points be duly awarded to him. This decision was set down on 5 November 2012 at 10.00 hours.
further action being taken on the remainder. It is the belief of Mr M.C.J. Leverington that the Stewards could not have been unaware of the duties he was undertaking. It is the evidence of the Steward, however, that he consented only to Mr M.C.J. Leverington assuming the duties of an Assistant Clerk of the Course and discovered only later that a Bulletin had been issued confirming his appointment as a Deputy. This was reported by the Steward in his Steward’s Report to the MSA and he clearly considered it inappropriate. It appears to this Court that there has been some considerable misunderstanding in this matter. Mr M.C.J. Leverington confirms that, although no mention was made as to Regulation G.2.4.13 nor were the words Force Majeure used at the meeting with the Steward at which he was present, consent was nonetheless given to his appointment as Deputy Clerk. The Court finds that Mr M.C.J. Leverington held an honest belief that he had been appointed as Deputy Clerk for the event and did not in any way known to this Court act inappropriately. It must, however, be the case that for such an appointment to have been made there
needed to have been a specific and deliberate intention to do so on the part of the Stewards, due regard being given to General Regulation G.2.4.1.3 and the circumstances required to establish Force Majeure. On the evidence of the one Steward who is said to have made the decision there never was any such intention and as such this Court finds that no such appointment was made. It follows therefore that there was no entitlement on the part of Mr M.C.J. Leverington to act in a judicial capacity and as such the decisions he made in respect of three competitors are accordingly set aside and any Appeal Fee paid by is to be refunded if this has not already occurred. Accordingly, the Stewards decision in respect of one of the competitors is also set aside, as a formality, there being no longer any issue for the Stewards to have deliberated upon. It is further ordered that any amendments to results made necessary by this decision be made by the Club. The decision was set down at 17.30 on Tuesday 18 December 2012.
STEVE STRINGWELL CHAIRMAN
SITTING TUESDAY 18 DECEMBER 2012 Tony Scott Andrews Bob Kettleboro Ian Watson CASE No. J2012-29/30
The National Court has been tasked with undertaking two Investigatory Hearings into events which occurred at a Kart meeting held at Rye House on 4 November 2012. Whilst two separate Inquiries were conducted, in view of the commonality of facts, it is the view of this Court that the results of those two hearings can properly and effectively be consolidated into a single conclusion by this Court. The Court has heard evidence from the parents of a competitor (each represented by Counsel Martin Haukeland) and read the Statements of Michael Allen Leverington and Chris Hobson. The Inquiry relates to the change in duties of an official. The facts are that on arriving at Rye House on the morning of the meeting to carry out the duties of an Assistant Clerk, Mr Michael Allen Leverington was advised that he would have to be the senior Clerk as the usual three other Clerks had failed to arrive although arrangements had been made for one other Clerk to attend. Mr Leverington asked his son Michael C.J. Leverington (who was present at the
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meeting as a Grid Marshal but who had also completed the majority of his training modules as a Probationary Clerk) to assume the role of Assistant Clerk as permitted by General Regulation G.18.5.1 and a Bulletin was prepared announcing that change. Before it was issued, however, Mr Leverington, believing the circumstances amounted to Force Majeure made application to the Steward of the Meeting to allow his son to assume duties beyond those permitted by his grade of Licence (General Regulation G.2.4.13). The evidence of both M. A. Leverington and his son is that the single Steward to whom the request was made consented to Mr Michael C.J. Leverington being appointed as Deputy Clerk having enquired in some depth as to his experience. The Bulletin which had been prepared was subsequently and very obviously altered showing this appointment as Deputy Clerk instead of Assistant Clerk. Mr M.C.J Leverington carried out the duties of a Deputy Clerk throughout the day. He dealt with five judicial matters, two of which were observed as to procedure and conduct by his father, three of which resulted in penalties being applied (one of which was appealed to the Stewards of the Meeting) and no
TONY SCOTT ANDREWS CHAIRMAN
17/10/2012 10:13
Summer 2013 www.msauk.org 63
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opinion
Simon says.. Don’t knock pay drivers, says Simon Arron, as most of us have been one at some point…
Pay, transitive verb: to give in return for goods or services; to make a money
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
disposal or transfer. Driver, noun: operator of a motor vehicle. Ordinary words in the context of everyday life, but assemble them in a motor sport context and you get a term that’s uniquely pejorative (adjective: having negative connotations, particularly to disparage or belittle). During the past couple of seasons, “pay driver” has been used with increasing frequency to dismiss some of those filling seats in the sport’s upper echelons, but the concept is scarcely fresh. Brooklands bred many a hero, yet was also the domain of a moneyed elite. Prosperous amateurs helped sustain grand prix racing as it redeveloped during the post-war years and the dawn of the commercial age enabled the less capable to buy a seat at the top table. Sponsored/well-heeled optimists weren’t always irreversibly useless, mind. Niki Lauda used a sizeable bank loan as a career stepping stone, for instance, and the tactic eventually paid off (although we don’t suggest you try this at home). I used to love the random nature of grand prix fields during the 1970s, when relatively obscure locals would pitch up for their home race. For me the most notable was probably Karl Oppitzhauser, whom I believe had dabbled with sports cars, Alfasuds and Formula Vee before securing an entry to the 1976 Austrian GP... although F1 had by then become more selective and he
66 www.msauk.org Summer 2013
wasn’t permitted to run. A pity, I felt, because such exclusions were a symbol of the sport’s dissolving capacity for romance. If we look at the current crop of F1 “pay drivers”, the standard is extremely robust. It took Pastor Maldonado four attempts and boundless barrels of Venezuelan oil to clinch the GP2 Series title, but his speed has carried over and in Spain last year he became his country’s first F1 race winner. And Charles Pic, Esteban Gutiérrez, Giedo van de Garde and Max Chilton are all multiple race winners at GP2 level – something that simply can’t be done without meaningful ability. It used to be possible to buy success towards the lower end of the single-seater ladder, through endless testing, constant purchase of fresh tyres and so on. A couple of seasons ago, a friend competing in a grassroots series told me how most of the field had accepted that they were racing for second every weekend, because the championship leader had a six-figure budget and was hell-bent on spending every cent. And this in a category founded on parsimony. GP2 costs significantly more, of course, but doesn’t provide scope to purchase an advantage. Getting people involved in motor sport is a constant motif of MSA magazine – and we try to highlight the most affordable methods. Cost efficiency, though, is not the same thing as free. During the late 1980s, I found about £400 in sponsorship to contest three races with Formula Vee preparation specialist Andy Storer. I guess that makes me a pay driver and the same must apply to almost anybody who’s held a competition licence. It’s just a matter of scale.
If we look at the current crop of F1 “pay drivers”, the standard is extremely robust
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