Compres 018

Photo: Chris Schotanus

FERRARICOMPETITIONRESULTS

CompRes

A MARRIAGE MADE IN HEAVEN. FERRARI DRIVERS JOIN A WEDDING IN HOLLAND.

ISSUE 018 SEPTEMBER 2006

CompRes Chevy Chase, Leeds Road, Selby, North Yorkshire YO8 4JH T: +44 (0) 1757-702 053 F: +44 (0) 1757-290 547 E: cs.man@btinternet.com

CompRes is available by subscription and is published 10 times a year for the FERRARI OWNERS’ CLUB

FERRARICOMPETITIONRESULTS CONGRATULATIONS! infuriating advertisement intrusions, usually at critical phases of the race, drive me mad. I sometimes make a mental note to try to avoid buying any of the products of these advertisers who take up this air time, which I know is slightly bonkers.

The other problem I have with the coverage is Martin Brundle. Whereas he brings firsthand driver experience of F1 to us, he makes countless factual errors which his colleagues have to correct. And his overt distaste for Michael Schumacher is not only verging on the disgraceful but unfairly colours anything he says about Ferrari and its drivers.

Brundle should either change his biased attitude or be replaced.

The latest Grand Prix victory, in China, of Michael Schumacher was yet another glorious achievement by arguably the world’s finest driver. Of course there was an element of luck in tyre choices in the changeable weather conditions but to a large extent teams make their own luck. The Ferrari team made all the right moves to give Michael the possibility of a win against formidable opposition. The fact that he did the business underscores what a brilliant pilot and tactician he is.

We are going to miss Michael after the season ends. Although SNETTERTON his successor, Kimi Raikkonen, As this issue is being ‘put to has undoubted talents, bed’, our last races of the season personality and communication skills aren’t some of them.

WHAT’S LEFT We shall just have to hope that someone is able to OCTOBER 7 Snetterton: Pirelli Ferrari coach him in these arts formula classic since otherwise it will be Pirelli Ferrari Open pretty dull for Ferrari 7 End-of-Season Dinner: enthusiasts watching F1 in Barnham Broom Hotel 2007.

The race in China was 28 Hillclimbers Dinner: Moore hugely exciting although Place Hotel ITV’s coverage was flawed NOVEMBER 9 ITCR Course Mallory Park in many respects. The

are due to be run at Snetterton next weekend. We had hoped to have this issue dropping through your letter box in advance of this final round-up but delays in the delivery of photographs from Holland may have made it nigh impossible.

The bookings for our End-ofSeason Dinner at Barnham Broom have exceeded our expectations and all available tickets are now sold. Similarly, we have had a bumper response to the ‘Picnic at Snett’ hospitality arrangements and over eighty guests will be catered for by Jim and Janet Race, and their helpers.

All of this gives us great optimism for our plans for 2007.

AUTUMN RACING Although the Club’s two 2006 race series come to a climax at Snetterton on 7th October, there may be some drivers who will feel withdrawal symptoms when the engines are finally switched off and the dust settles.

For them, the Autumn Trophy meetings, organised by MotorSport Vision, may be the answer. MSV are seeking grids for their events at Snetterton on November 4/5 and at Brands Hatch on November 11/12.

They envisage competitors preferring an either Saturday or Sunday scenario although both days are possible at each event. Typically, competitors would have one qualifying session and two races with around 45 – 60 minutes track time.

If you are interested you need to

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contact David Scott, MSV Race Operations Manager, at Brands Hatch on 01474-875229 or david.scott@motorsportvision.co. uk

SUGGESTION BOX In a few weeks time the Technical Committees of our two race series, the PFfc and the PFO, will be meeting to establish the regulations for 2007.

Whilst we have a good idea of what needs to be done for next season it is important that the competitors and other interested parties have their say in the setting of the format and rules.

So we need your suggestions urgently. Preferably these can be sent to me by e-mail or, if you prefer, by letter. Telephone calls are not encouraged as these may result in an inadvertent misunderstanding of what may be proposed.

What would be invaluable to the committees is to know your views on all aspects of the existing regulations as well as any ideas you may have concerning overseas races, race durations, double-headers, circuit preferences, prizes, hospitality, etc.

Whilst we can’t promise that all suggestions will be implemented, we can assure you that all your views will be fully discussed and evaluated. So let’s have them, but no later than 25th October please.

ITCR ITCR is shorthand for An Introduction to Circuit Racing, a course the Club has devised for budding racers, to be held at Mallory Park on Thursday, 9th November.

Full details were circulated with the Club’s current edition of Ferrari News and we are delighted that the thirty available places have all been taken up.

Gary Culver, assisted by Nicky Paul-Barron, is on the tiller of this particular venture and the day promises to be a huge success.

Many of the Club’s ARDS-licensed

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instructors will be on hand to provide assistance in addition to other initiatives to help would-be competitors.

An innovation which, to my knowledge, hasn’t been undertaken by a club before is the opportunity for members to gain their National B race licence on the day by completing the ARDS course and test, including, if necessary, the medical checks required by the MSA. If this first ITCR is the success we believe it will be, the Club will be repeating the exercise next year for those who may have been disappointed in not getting their names down for this year’s course.

STUB AXLES In the report on the Zandvoort race meeting, which we cover in this issue, you will read that Gary Culver’s 328GTB suffered a rear stub axle failure which resulted in his car losing a wheel and ending up stricken by the side of the track. Happily, Gary was perfectly okay (the accident happened on a slowish section of the circuit) but the rear suspension and brake disc on the affected side were badly damaged.

Now this sort of failure is not exactly unknown with this tipo nor, for that matter, with 308GTB and even Mondial, although I have never come across a similar problem with 308GT4 (somebody tell me if I am wrong). When used in competition, the stresses in these components are considerably higher than in cars used only for road use. In some

cases they may have had a history of running on slicks when the loadings are even greater.

In quite a few instances of failure we find the stub axles are the originals. Remember, a 308GTB is now around 30 years old and clearly over time metal fatigue takes its toll.

I strongly recommend that all owners of these Ferrari tipos take the trouble this winter to either have these components crack tested or, if they are old, changed for new ones. We are fortunate that Ferraris, even old ones, were built to a very high standard but everything has a finite life.

SCAM CANNED A story in The Times the other day tells of a trader who was fined £1,000 for selling a spray to prevent speed cameras reading numberplates – because it didn’t work. Wesley Morby, 28, of High Wycombe, was convicted

by Hyndburn magistrates under the Trade Descriptions Act after an investigation by trading standards officers.

HAPPY BIRTHDAY! Best wishes to all those who celebrate their big day in NOVEMBER. 2 5

Charlie White Jenny Warner David Back

9 10

Sam Whitman Derek Seymour Chris Drake

11

Marcia Cosby Richard Stevens

14

Mark Leighton

15

Oliver Bryant

17

Peter Lowe Oliver Morley

A similar failure to Gary’s occurred on Nick Taylor’s Mondial t in 2005.

19

Robert Pulleyn

22

Skid Carrera John Dobson Richard Smeeton

All over! - we have finally reached the end of the 2006 season, with the last two rounds at Harewood and Longleat reported in this issue of CompRes. Time then to congratulate our very worthy 2006 Ferrari Hillclimb Champion: Nick Taylor – a previous winner a couple of years back with his Mondial 3.4t, this time Nick did the deed with his splendid 348GTC. He had a tough time overcoming veteran Ferrari hillclimber Geoff Dark – he finished a strong second with his 308GTB, and third, of course, was Jon Goodwin, providing some stirring performances in his 1964 250GT Lusso. We look forward to celebrating their successes at the Prizegiving Dinner on October 28th.

2007 PFHC Calendar is developing at the time of writing and the provisional dates are listed. Many, such as Harewood, Shelsley Walsh, Prescott and Loton Park, are definite, but we need to decide on whether to include Hethel, two Curboroughs, and of course St Gueno in Brittany. Of the Curboroughs, one is the two lapper we had this summer and the year before, and the other is a single lap MAC meeting in October that has also been in our calendar previously – the idea being to ensure everyone can get an entry here.

Competitors will have the opportunity to influence some of these by ticking boxes on a form being sent out very soon.

Mallory Park ITCR or “Introduction to Circuit Racing” in November has proved very popular and is already sold out.

PFHC drivers seem to fancy this with some eight checked in. It is confidential information, but the RA Column can let you know that the budding circuit race drivers amongst us are Nick Frost, John Day, Charles & Tracey Haynes, Mark Hargreaves, Andrew Holman, David Tomlin and, inevitably, Mark Buckland! – it should make for some hillclimb

3 CompRes

entry space next year with any luck!

Gary Culver as you will see in the Harewood report, came off the horizontal for the first time ever when he drove Mineeff’s 328GTB at this meeting. He thoroughly enjoyed the experience and was immediately very competitive – well he would be, wouldn’t he! I asked Gary what his initial impressions were of speed hillclimbing. “The big difference,” said Gary,“is that on the circuits you have time to dial yourself in – here you have to get on to it immediately. It is a much tighter environment and everything is more immediate there is much more time and much more space on a circuit.”

Seems to me that Gary has summed this up in a nutshell – as you hillclimbers all know, we are bloody busy out there!

Nick Taylor will soon be celebrating his success when he goes to Italy to collect his new F430 from the factory. Now a reformed character, Nick has held off the rosso and opted for grigio titanium, with a particularly classy colour combination of leather trim.

He has promised Fiona that he will not throw it up any hills!

Armco when used in the right place can provide safety for both sides of the fence, but it has been sprayed around many hillclimb

courses with undue zeal. At Harewood it used to be well up the finish straight, on the left just before the approach to Quarry.

Now it runs unnecessarily all the way back to Farmyard Corner.

There is only grass on the inside and no people, meaning an off excursion used to be cheap, unlike Geoff Dark’s recent experience there. Must be the MSA Health & Safety police at work, possibly the same people who visited the site of Richard Hammond’s accident, to conclude it was a dangerous venture – of course it was, these chaps have no sense of fun!

Bedford Motorsports Sensation has proved very popular with Club members, and Peter Everingham too: he has to go along to see they are looked after properly. Rumour has it that he even gets to drive some of the cars, and is often one of the quickest drivers in some of the machinery on offer, which ranges through race saloons, sports racing cars and even single seaters. I also heard that hillclimber Mark Buckland, who loves a bit of sensation, has shown similar talent. In 2005 he was fastest of all in the Renault Clio, and just recently he topped the times at Bedford in the Palmer Jaguar sports car (see pic).

Travelling to meetings can be a very punishing experience, Photo: Lee Marshall—PalmerSport

RA’s HILLCOMMENT

Mark Buckland got top marks in the Palmer Jaguar at Bedford.

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Photo: Dave Clark

Championship Permit, and this means it will be around Christmas/New Year before the 2007 documentation is mailed out.

The Historic Motorsport Show at Stoneleigh Park proved popular last year, and once again in 2007 the Club, supported by Pirelli, will have a stand featuring our Ferrari motorsport activities.

The date for Stoneleigh Park is February 23-25. Make sure you get this in your new 2007 diary.

2006 PFHC Prizegiving Dinner at Moore Place on October 28th is nearly upon us.

By the time you read this you should have booked in, for this not to be missed event!

Size matters. At the recent Longleat hillclimb, David Tomlin shows RA what a proper tyre pressure gauge should look like.

and I am regularly amazed by the enthusiasm of our competitors, turning up at hills from hundreds of miles away.

Chris Butler and Mark Buckland live right up at the top of England, but still made it down to Longleat in Wiltshire. They actually did it quicker than me. I left Suffolk after lunch on Friday and took seven and a half hours to do 210 miles – this included four hours on the M25. I have got home from Spa through the tunnel quicker than this!

FOC Prescott the day after Harewood was a really nice event. The weather was great and as well as either a picnic or lunch in the restaurant, there was the opportunity to drive the hill at non-competitive speeds (or so they said!). I followed Richard and Angela Preece in their 308GT4 from Harewood, and we stayed locally before taking in this event, which strangely was poorly supported. It was a great opportunity to chat to members as well as driving the hill. I spent some time with Richard evaluating his GT4’s handling which, whilst better than standard, is still some way off optimum.

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2007 PFHC Calendar is shown below. Please remember that the dates shown are provisional pending final approval by the MSA.

2007 PFHC Regulations are due to be reviewed, and whilst there are unlikely to be any dramatic changes, there may very well be PEP adjustments.

We have to go through the usual rigmarole in applying for the MSA

2007 FHCC Provisional Calendar MARCH 18

North Weald Sprint

APRIL 9

Bouley Bay Hillclimb

MAY 5/6

Prescott Hillclimb

MAY 12

Harewood Hillclimb

MAY 26

MIRA Sprint

JUNE 2/3

Shelsley Walsh Hillclimb

JUN 16

Cadwell Park Sprint

JULY 7/8

Loton Park Hillclimb (x2)

JULY 15

Gurston Down Hillclimb

JULY 22

Prescott Hillclimb

AUGUST 5

Hethel Sprint

AUGUST 19

Curborough Sprint (2 laps)

SEPTEMBER 15

Harewood Hillclimb

SEPTEMBER 22/23

St Gueno or Longleat

OCTOBER

Curborough (1 lap)

Photo: Barry Ambrose

Brands Hatch Sunday 3 September 2006

followed by two 20-minute races: enough to pack in a fairly generous 22 laps in theory. The weather was kind, defying some gloomy but erroneous predictions from the Met Office. BRSCC were also kind by allotting pit garages

to the Ferraris without seeking any payment.

Sunday dawned slightly damp but warm, and by the time qualifying arrived the track surface was, to all intents and purposes, completely dry. A light Photo: Barry Ambrose

ARLIER in the season we had taken the Classic Ferraris to Brands Hatch. Now it was the turn of the Pirelli Ferrari Open series. As before, the circuit in use by organisers BRSCC was the Indy layout.

The Grand Prix course at Brands is prohibitively costly these days unless you have at least 25+ cars and this, sadly, is way off the number of Ferraris we are able to muster at the moment. However, the Indy track has some advantages: it offers spectators an unrivalled view of the action, it includes two of Brands Hatch’s most testing corners (Paddock Hill and Druids), and, with a small field, the cars come round every 55 seconds or so.

The format for PFO on the one-day meeting was a qualifying session of twenty minutes

Nick Chester’s 308GTB (5) stepped out of line in qualifying and ended up in the barriers at Surtees. John Taylor (19) presses on unhindered.

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Photo: Barry Ambrose

road to vie with each other for the best rows on the afternoon’s grid.

Qualifying

Witt Gamski, starting from the back of the grid, picks off Mike Reeder as he moves through the pack in Race 1.

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The rest of the Ferrari field appeared to be more or less

Witt Gamski missed qualifying.

ready for action and just after 11 o’clock a depleted number of eight cars rolled out of the slip

Photo: Barry Ambrose

breeze sent any clouds scudding back to where they had come from and it was only a matter of time before we would need some factor 20 for protection from the sun.

Ten Ferraris were listed in the programme but Charlie White was a no show, his F355 Challenge car still engineless after mangling its valves and pistons at the Club track day at Silverstone at the end of July.

Alan Cosby was making a first appearance in the series with his big F512M, a hugely powerful car which in the past has shown a clean pair of heels to most of its competitors. However, despite its latent performance, there were some questions to be answered about its flat-12 engine’s current reliability.

Witt Gamski was a welcome returnee after being absent at the previous PFO races at Silverstone. Again, reliability was a possible issue on his F355/Ch and his enthusiastic crew were seen to be dismantling the rear of the car to investigate an oil leak from the tail of the gearbox. An oil seal was needed and the required part was lying in Witt’s garage an hour’s drive away.

Witt and his pals set off at high speed for the M25 while yours truly arranged with the Clerk of the Course that in the unlikely event that he could fit the seal in time for qualifying, he could take part in the race albeit starting from the back of the grid.

Qualifying was pretty eventful. Cosby’s gruff but melodic 512 sounded wonderful as its engine gave us its full aural repertoire. The car was brought in early when a plug lead fell off.

Nick Chester (308GTB) impressed with his stylish stance at the wheel, perhaps reminiscent of Fangio, Farina or Clark in years gone by.

Unfortunately the car got out of shape at the entry to Surtees, developed a fish-tailing tank slapper which Nick almost, but not quite, managed to control, and ended up lightly kissing the barriers. The damage was not serious and thankfully only cosmetic. However, it curtailed Nick’s chances of setting a competitive time.

Also in trouble was Nicky Paul-Barron. His ex-Chris Rea 308GT4 seems to be set up extremely stiffly and watching its twitchy progress through Surtees, where Nicky took lavish amounts of kerb, one couldn’t help wondering if a softer suspension setting might make for less tricky handling.

However, Nicky clearly enjoys a

Nick Chester is in the wars again, this time at Druids at the restart of the first race. Here, I’Anson (F355/Ch) is leading a group from Tim Mogridge’s similar car. Cosby (F512M) has already gone through.

Photo: Barry Ambrose

Close encounters. The F355s of I’Anson and Mogridge are hounded by the 328GTB of Simpson.

were being used as a permanent Pete Hopkinson, Pirelli’s solution to an errant cable super efficient technician, connection – novel but doubtless laboured without rest to fit new effective. rubber to the wheels of everyone Skilful use of a 7lb lump who needed it. It is a source of hammer was used on Chester’s great comfort to have the bright 308 to coax the yellow Competizione tyre truck in damaged the paddock. bodywork back to its original Race One profile. Nick’s The 9-car field took up their father, Richard, grid positions behind the pace car is an expert in at just after 3.30pm. The rolling this sort of thing start worked without a problem and the and pole man Cosby led a closely application of bunched pack into Paddock Hill some colourfor the first time in approximate coded tank tape grid order, although Mogridge neatly had dropped to fourth behind completed the I’Anson and a fast starting job.

Simpson.

There were lots of volunteers helping The podium for R1. L to R: Alan Cosby (2nd) Witt Nicky P-B Gamski (the winner) and Tim Mogridge (3rd). remove spill when the car’s gearbox was several barrow-loads of replaced after the previous ’box’s gravel from his GT4, for innards were chewed up at whose assistance he asks us Silverstone in July. to thank his helpers.

There was plenty of time to However, when the engine sort out problems following was fired up an unfamiliar qualifying since the first Ferrari noise suggested that the race was the fifth of the gravel may have become afternoon. Gamski’s helpers wedged under one of the soon had the gearbox oil seal timing belts causing the belt installed and the back end of the to jump a tooth. It has 355 bolted back on again. happened before and Nicky Nicky Paul-Barron had lots of assistants Cosby’s 512 was checked and we was not too hopeful about to help remove the gravel from his GT4. noticed a pair of Molegrip pliers the race.

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Photo: SwiftyPix

Photo: Barry Ambrose

challenge although some late braking into Druids saw the car embedded in the gravel, causing the session to be stopped temporarily.

Tris Simpson, his ex-Barker 328GTB emitting whiffs of oil smoke, complained about “some rusty debris on the track – surely the marshals should clean these things up”. When the session ended one of the aforesaid marshals brought the offending debris back to the pits. It turned out to be a section of Tris’s own brake ducting which had come adrift . . .

When the timesheets were issued, astonishingly only a second covered the first seven cars. Pole had been captured by Cosby but the two F355/Chs of Mark I’Anson and Tim Mogridge were only a fraction behind, in second and third respectively. In fourth was Tris Simpson, the oil mist being nothing more than a

Photo: Barry Ambrose

The start of Race 2 and the leaders stream into Paddock Hill. Cosby plants his F512M at the front, followed by I’Anson (F355), Mogridge (F355), Taylor (308GT4), Simpson (328GTB) and Reeder (F355).

Champagne) which gave the race a certain continental flavour.

To show that it was no flash in the pan, Taylor gleefully led the following three laps but then on lap 5 came to an abrupt halt at the foot of Graham Hill Bend.

John was unable to manoeuvre with a dead engine (an HT cable had become detached) and his car was parked in a potentially dangerous place on the grass.

The red flags came out and the race was stopped.

The restart positions were based on the order on the preceding lap to the stoppage, with Taylor at the tail and Gamski, who had been making good progress through the field, now in a useful 4th spot. Nicky PB had pulled into the pits prior to the stoppage and took no further part in proceedings.

Immediately after the resumption Chester had a spin coming out of Druids, leaving him some distance back from the Photo: Barry Ambrose

Photo: SwiftyPix

Then, on lap 2, something extraordinary happened. Taylor, who had been languishing midfield at the start, was suddenly leading the race, with the mighty 512 trailing in his wake and being attacked by a recovering Mogridge. In fourth, but dropping back slightly, was I’Anson with Simpson, Reeder, N P-B, Gamski and Chester in pursuit. Incidenatally the commentator insisted on calling Mark “Lanson” (as in the

“Cosby’s 512 was checked and we noticed a pair of Molegrip pliers were being used as a permanent solution to an errant cable connection – novel but doubtless effective.” Shiltech’s Geoff Shilton is busy with the tools.

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R2 and Cosby heads for Druids with a screaming pack on his tail. They didn’t catch him.

Photos: SwiftyPix

others. By lap 2 of the restarted contest, Gamski had passed I’Anson and was sitting menacingly on the rear quarters of the leading 512.

Two laps later Gamski took the lead from Cosby and, just to add interest, Mike Reeder seemed to move to his left as he exited Druids, found a car in his way, and spun off harmlessly onto the grass verge.

Gamski now seemed to have the race in his pocket, increasing the distance to Cosby who in turn was outpacing I’Anson and the battling duo of Mogridge and Simpson. Taylor came into the pits with fuel starvation.

By lap 9 the race had settled down. Gamski held a lead of around 4 seconds although Cosby, in second, was matching his lap times. A couple of seconds behind the leading pair, I’Anson was maintaining a tenuous advantage from an increasingly bullish Mogridge.

Fading, after an impressive beginning, was Simpson, followed by the much delayed Reeder.

It was on lap 11 that Mogridge squeezed past I’Anson to take third position, some ten seconds behind the race leader.

Once in front, Tim outpaced his pursuers by about two or three seconds a lap – in fact he was the fastest man on the track, lapping quicker than Gamski, the leader.

On lap 14, Taylor rejoined the race after a long visit to the pits to reconnect his fuel pumps, albeit nine laps in arrears.

Chester was unaware of this deficit and thought he was still racing John for position. He tried to speed up but only succeeded in ploughing into the gravel at Paddock Hill after setting his fastest race lap.

At the end, Gamski took the flag some 4.5 seconds ahead of Cosby, with Mogridge taking third, only 1.4 seconds behind the growling 512. Then, at a decent distance, it was I’Anson with Reeder bringing up the rear.

Taylor, still nine laps in arrears, was not classified as a finisher.

It had been a race of changing fortunes but despite the

sparcity of cars, was an interesting contest right to the end.

Race Two The ‘walking wounded’ had only a short time to sort out their woes before the second Ferrari race was called up just before 5.30. Tim Mogridge had experienced clutch slip and was not too confident about R2.

Nick Chester receives his trophy from Marcia Taylor had more Cosby. There’s a rumour that Fernando serious difficulties, his Alonso lent Nick his race suit for the weekend.

GT4 now only having three relevant gears.

Mike Sweeney beavered away and removed the undamaged reverse and first speed gears to give John some useful ratios, although only just in the nick of time as the cars were summoned to the collecting area.

The original qualifying order was again used for the grid for R2 which meant Gamski was again at the back and Cosby was on pole. The only absentee was Nicky Paul-Barron, who was Tim Mogridge, after setting a new lap record, now on his way home was delighted with his third place award. with his GT4 strapped to his trailer.

The pace car pulled into the pit lane, the lights went out, and the crowd were again entertained by the Cosby 512 powering into the lead from a rejuvenated I’Anson.

In close company were the rest of the pack, in the order Mogridge – Simpson – Taylor – Reeder – Gamski – Chester.

The next lap saw I’Anson spinning his second place away Good to see you back, Cossies! at Clearways,

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very determined Taylor up into second, anxious to make up for his bad luck in R1. Mogridge, with an increasing amount of clutch slip, was holding on to third but coming under attack from Gamski as the latter moved through the pack from his start at the back of the field.

On lap 6 Simpson was shown the black and orange flag and came into the pits to investigate an alleged dropping of fluid. The header tank cap was found to be missing with a consequent loss of coolant. A replenishment of water and a replacement radiator cap had him speeding on his way again.

Meantime it was clear that this time Cosby meant business.

Gamski had moved up to second spot but was unable to match the leader’s lap times. The best that Witt could do would only bring him within 14 seconds or so of Cosby, and it wasn’t enough.

Then we thought Alan’s race was possibly over as plumes of steam were seen from the rear of his 512. His speed wasn’t affected and we wondered if the engine would last the distance.

It did, and he brought the car over the line to record his first victory in the series.

Witt Gamski finished in the runner-up position, notching up

his second class victory of the afternoon. John Taylor made up for his previous disappointment by taking third, just ahead of Mike Reeder and Tim Mogridge – these three being covered by just a couple of seconds.

The trophies for both races were presented by Marcia Cosby in a simple but energetic ceremony in one of the pits. It had been an eventful doubleheader but clearly the drivers had enjoyed themselves. With more participants, the series could be a howling success. So let’s howl!

PIRELLI FERRARI OPEN ROUNDS 4 & 5 BRANDS HATCH [Indy Circuit] Race 1 3rd September 2006 Pos

Tipo

Class

Laps

Time

1

43 Witt Gamski

F355/Ch

C

17

15:39.956

54.310

—-

2

2 Alan Cosby

F512M

S

17

15:44.358

54.337

54.627

1

3

70 Tim Mogridge

F355/Ch

C

17

15:45.694

54.004

54.981

3

4

30 Mark I’Anson

F355/Ch

C

17

16:02.183

55.584

54.869

2

5

46 Tris Simpson

328GTB

S

17

16:07.029

55.612

55.282

4

6

31 Mike Reeder

F355/Ch

C

17

16:18.243

55.412

55.827

7

5 Nick Chester

308GTB

S

15

14:36.949

56.965

56.749

8

19 John Taylor

308GT4

S

8

16:40.329

56.391

55.423

5

17 Nicky Paul-Barron

308GT4

S

55.494

6

Qualify

Pos

DNF NCF NS

No

Driver

Fastest Laps: Tim Mogridge Alan Cosby

Best Lap

C

54.004 (79.92 mph) Establishes lap record

S

54.337 (79.43 mph) Establishes lap record

Qualify

Pos

BRANDS HATCH [Indy Circuit] Race 2 3rd September 2006 Pos

Tipo

Class

Laps

Time

1

No

2 Alan Cosby

F512M

S

22

20:02.875

53.735

54.627

2

43 Witt Gamski

F355/Ch

C

22

20:15.850

54.314

—-

3

19 John Taylor

308GT4

S

22

20:36.780

55.625

55.423

5

4

31 Mike Reeder

F355/Ch

C

22

20:37.769

55.257

55.827

7

5

70 Tim Mogridge

F355/Ch

C

22

20:38.905

55.407

54.981

3

6

30 Mark I’Anson

F355/Ch

C

21

20:15.516

56.224

54.869

2

7

5 Nick Chester

308GTB

S

21

20:41.669

57.909

56.749

8

NCF

46 Tris Simpson

328GTB

S

13

20:28.709

56.139

55.282

4

Fastest Laps:

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Driver

Alan Cosby

S

53.735 (80.32 mph) Lap record

Witt Gamski

C

54.314 (79.47 mph)

Best Lap

1

PIRELLI FERRARI HILL CLIMB CHAMPIONSHIP: ROUND 14 HAREWOOD HILLCLIMB: Saturday 16 September 2006

Nick Frost shows that he is still King of Harewood as he takes his sonorous 348 Competizione up the hill in a time of 67.26.

mix, with the F355 being the most popular followed by the 328, not so many 308s nowadays, and, of course, Jon Goodwin’s splendid 250GT Lusso.

The weather this weekend was not looking too bad, though at the early hour on Saturday morning when the Ferraris assembled in the paddock, there was some low flying cloud about, and the track whilst not wet was certainly green as they say. At the May Harewood the Ferrari

Photo: Dave Clark

LOOK AT THE entry list, which arrived only just before most competitors headed off for Yorkshire, revealed some interesting possibilities writes RICHARD ALLEN. I always knock up a commentary note for the Ferrari class, which besides giving a thumbnail sketch of the series, PEPs, and so on, also speculates on the likely outcome. Harewood is Nick Frost territory but it seemed likely that Nick Taylor, like Frost, driving a 348GTC, would run him close. Intriguing, too, would be the prospect of Gary Culver, our Club circuit racing star, putting in a guest drive in Christian Mineeff’s 328GTB. The twenty-one car entry shrank to nineteen, with both Andy Grier and David Hathaway unable to take part, but by way of compensation we had the debut appearance of Charles and Tracey Haynes, both new to motorsport, with their F355. The appearance of Tracey meant we had a record three female drivers out as she joined Pauline Goodwin and Lorraine Hitchman.

There was an interesting tipo

Photo: Dave Clark

A

Geoff Dark looks on ruefully as his damaged 308GTB is loaded ready for recovery by the RAC.

sessions were a sea of red flags as our enthusiastic drivers threw their Ferraris into the scenery, at what we consider is around the safest of the hills we visit. This time around they mostly were on their best behaviour and on the first run, Christian Mineeff (no doubt spurred on by Gary Culver) was fastest from Chris Butler (F355) and Richard Prior (348ts), with Taylor and Frost out of sight.

Conditions improved for the second practice and Taylor easily topped the timesheet at 67.60.

Butler was next on 68.19, Mineeff close at 68.21 and Prior equally close too on 68.24. The other Nick was beginning to speed up on 68.62, and the amazing Gary Culver was already down to 70.75 on only his second run up the hill.

Mind you, rumour has it that he wore out a pair of shoes on Friday afternoon walking up and down the hill getting tips from Mineeff!

Elsewhere Tracey Haynes had the better of husband Charles, and Chris Hitchman just had the edge on his dad Peter in the family Mondial 3.4T. Some excitement was provided by Philip Whitehead – he daringly spun his F355 up at the top of Quarry, whilst Pauline Goodwin was on for

CompRes 11

Photo: Dave Clark

Charles and Tracey Haynes were making their hillclimb debut in their F355. Charles won the Club’s Handicap award—appropriate for a golfer.

always saved it. This time, though, the car snapped sideways and hit the Armco on the inside of the track. The resultant damage meant no more runs and a call to the RAC Recovery Service. Geoff managed to get the car parked in the spectators’ car park and, with the numbers off, hey presto it was shipped back to Essex!

However, despite the delay, we still got our three runs and it was Harewood Master Class man Frost who took charge, as we shall see.

On the first, Nick F got a grip of his sonorous 348GTC showing he meant business at 67.26.

Nick T was next at 67.62, with a pleased Richard Prior now up to third on 67.98. On the second,

Photo: Dave Clark

Photo: Dave Clark

the Ladies prize as she headed Lorraine’s similar 328 with a useful run in 74.46 seconds.

Taylor moved into the lead with 67.03, but Frost, running behind Taylor, immediately answered with a very well judged 66.81.

Both the Nicks were to go slower on the final run and it was these times that took first and second overall.

Chris Butler was one of the few to go faster on the last outing – his time of 67.45 claiming third spot. Christian Mineeff, obviously feeling the presence of a closing in Culver, produced his best 328 time to date: a great run on 67.51 netted him fourth overall and maximum points on PEP times.

Charles Haynes had told me that Tracey was faster than him and the practice times seemed to indicate this. Consequently I set Tracey a tougher handicap time, which as it turned out was maybe a bit unkind. On her first official she went off piste and inevitably lost momentum as a result. Her best was 82.61 and Charles improved to 79.70, a time that won him the Club handicap award. Richard Preece, on his first time out here, steadily improved with his really nice 308GT4, winding up at 75.94, not too far behind Jon Goodwin.

As usual, Jon gave the Lusso the max and a best of 74.86 was pretty remarkable for a forty plus year-old Ferrari doing battle

10cc. Christian Mineeff demonstrates FFF: the art of Frugal Fuel Filling. It seems to work as he took the maximum Championship points.

BARC Yorkshire section always offer three official runs which makes this meeting better value than most, although sometimes incident delays can mean back to two. The first of these happened when Geoff Dark got his 308GTB’s back wheel on the grass on the outside exiting Farmyard corner – he has done this sort of thing loads of time over 22 years on the hills, and

12 CompRes

Ferrari circuit star Gary Culver made a guest appearance in Christian Mineeff’s 328GTB. He was staggeringly quick on his maiden hillclimb.

against the modern tipos.

Lorraine produced an identical time of 74.86, moving her ahead of Jon as her second best was faster. This time she was not to give Pauline any trouble, as Mrs Goodwin really threw caution to the winds, winding her 328 up to a splendid time of 72.35 - her best Harewood time yet. Peter Rogerson was a second or more behind his best here, and allowed his F355 to fall in behind Pauline with a time of 73.72.

Half way up the field, Peter Hitchman was unable to catch Chris – his best with the Mondial was 72.03. Chris notched up an impressive time of 70.26, which just put him ahead of Jolyon Harrison - his F355 at 70.53.

Nick Frost: the man to beat.

Your reporter had trouble with Philip Whitehead in May and once again we were to be close in our F355s. I wound up at 69.23, with Philip very close on 69.37. Gary

Culver put in three runs, all in the sixty eight second bracket, with a best of 68.64 on the last – an amazing performance for his first time out on a hill. Meanwhile, 2005 PFHC Champion Richard Prior at, 67.82, was a little away from his fastest Harewood time as he took fifth overall.

There we have it: another great Ferrari class at Harewood with a close contest for the overall win and some exciting competition amongst most of the other cars too. Congratulations then to Nick Frost for the class win, Christian Mineeff for maximum points and Charles Haynes for the handicap win – who would have thought he was a golfer! 

HAREWOOD HILLCLIMB 16 SEPTEMBER 2006 Pirelli Ferrari Hillclimb Championship Round 14 Driver

Tipo

Nick Frost

348GTC

Pract 1 72.46

Nick Taylor

348GTC

70.64

67.60

66.80

67.62

67.03

67.78

8

2.37

+1.5

68.04

15

Chris Butler

F355

69.84

68.19

67.20

68.68

67.64

67.45

9

2.50

+2.5

69.14

11

328GTB

69.50

68.21

68.00

68.27

67.51

67.76

4

2.32

-0.5

67.17

20

Richard Prior

348ts

69.91

68.24

67.40

67.98

67.82

68.39

11

2.47

+1.0

68.50

13

**Gary Culver

328GTB

72.22

70.75

68.50

68.95

68.83

68.64

7

2.37

Richard Allen

F355

73.24

70.63

68.50

69.57

69.23

69.45

15

2.37

+2.5

70.96

9

Philip Whitehead

F355

73.10

78.55

68.50

74.31

69.37

70.27

16

2.61

+2.5

71.10

8

Chris Hitchman

Mondial t

75.36

71.57

71.00

71.51

70.26

70.56

2

2.42

0.0

70.26

10

Jolyon Harrison

F355

71.37

73.75

70.00

70.53

71.70

71.99

13

2.72

+2.5

72.29

6

Peter Hitchman

Mondial t

72.82

71.80

71.00

72.03

72.35

72.15

17

2.78

0.0

72.03

7

Pauline Goodwin

328GTB

76.96

74.46

73.00

72.66

77.89

73.74

5

2.32

-0.5

72.30

5

Peter Rogerson

F355

76.05

75.18

73.00

73.97

73.72

74.37

14

2.40

+2.5

75.56

2

328GTS

82.37

78.12

75.50

75.34

74.86

75.72

3

2.46

-0.5

74.49

3

Jon Goodwin

250GT

77.68

76.66

75.00

76.47

74.86

76.21

6

2.71

-8.0

68.87

12

Richard Preece

308GT4

83.28

79.14

75.50

76.68

75.94

76.15

12

2.47

-2.0

74.42

4

Charles Haynes

F355

92.82

86.99

82.50

82.13

80.40

79.70

1

2.89

+2.5

81.69

1

Tracey Haynes

F355

90.25

83.25

81.50

90.54

85.82

82.61

18

2.92

+2.5

84.68

1

308GTB

70.11

69.94

68.00

fail

---

---

Christian Mineeff

Lorraine Hitchman

Geoff Dark **Guest driver

`

Pract 2 68.62

H/cap

Run 1

Run 2

Run 3

*64ft

67.66

H/c pos 10

66.50

67.26

66.81

PEP time 67.81

Pts

2.55

PEP % +1.5

-1.0

17

1

* times for 2nd run

BARC Class Awards:

1st Nick Frost

2nd Nick Taylor

FOC Handicap;

1st Charles Haynes

3rd Chris Butler

4th Christian Mineeff

2nd Chris Hitchman

CompRes 13

Photo: Richard Prior

OULEY BAY hillclimb earlier this year was such a social success that it inspired four Ferrari hillclimbers, led by Nick Taylor, with Richard Prior, Mike Spicer and self-proclaimed International playboy, Charlie White, to further the social delights with a trip to Nürburgring, Germany, to drive the Nordschleife.

It was felt that Charlie would be a handy guide to the nightlife, etc, as the former three mentioned are, of course, naive in such matters. As it turned out - come the departure date of September 12th - Charlie’s workload denied him the pleasure.

Any doubts I had about Nick’s flight arrangements with RyanAir (£3.32 return; Stansted/Frankfurt Hahn) were soon put to rest as we landed in a very warm Germany after a hassle-free

14 CompRes

Described as ‘The World’s Greatest 14 Miles’, the Nordschleife circuit now has legendary status. As we all know, in every hillclimber’s trousers is a circuit racer trying to get out, and with this in mind MIKE SPICER and a couple of chums decided to see what all the fuss was about. Here is his account. flight. Semi-professional tour organiser Taylor had arranged for us to attend the ’75 Experience’ (highly rated in the press). The event is run by Ron Simons, who used to run a very highly modified 308 in some PMFC events a few years ago.

The concept is fascinating.

There is a pool of about twenty 15-year old Alfa 75 2-litre cars, stripped out with cages, competition seats and harnesses and mildly modified suspension.

Drivers underwrite the insurance themselves (just like we do racing our Ferraris). Moderate damage i.e. one side, will mean €1,500 will be deducted from your already surrendered credit card, or €3,500 for more serious damage (which would, in fact, buy the car).

You could upgrade to a V6 75 with track tyres, and better suspension and synchros in the gearbox - which was awkwardly lacking from the hard-worked four cylinder cars that we would be using. The course starts at the excellent Sonnenhof Hotel at Adenau (the famous Adenau bridge on the Nordschleife actually passes over the top end of this town’s high street).

Whilst the three of us were enjoying samples of the local brew in the hotel bar, we were delighted to be joined by our circuit instructor, Caroline. Ron arrived later to enjoy the sumptuous dinner with the other dozen or so drivers on the

L to R: Prichard Prior, Instructor Caroline, Nick Taylor and Mike Spicer pose in front of one of the hard worked Alfa Romeo 75s.

course, mainly northern European.

We then adjourned to the conference room for a thorough circuit briefing on this historic and (I hesitate to use the word) ‘awesome’ circuit. Ron went to some lengths to highlight the danger points, referring to the significant number of people who have been killed - and at which particular corners. Unusually, we gave the bar a miss as it was an early start and we didn’t want to end up on Ron’s list ourselves.

Breakfast was such a spectacular event, with maybe sixty choices, we seriously considered staying there all day.

We picked up the 75s from Ron’s garage and warmed them up on the short drive to the circuit. Driving along the top of an Eifel valley, the well of which is completely full of a swirling morning mist, is quite an experience, It is a beautiful place.

Arriving at our circuit access point, which of course is separate to the new GP circuit up the road, we see that it is all typical Teutonic spic-and-span but very crowded, with every sort of Porsche 911 and BMW M3 derivative, not to mention a number of 430s and even a 599.

The workings of the longest most dangerous circuit in the world (believe me) are intriguing.

It seems anyone can turn up, put €16 into a car park ticket machine, queue up and go through a barrier – and there you are – on circuit. And, I do mean anyone, wearing anything. There is no licence check, no clothing examination, and no helmets (although most seemed to wear one). We even noticed one of the many big bike riders doing probably 150mph plus in shorts.

So we paired up: Nick with a novice driver but I wasn’t so daft so I paired up with the capable Richard Prior. Off we went in our 75s, initially following Caroline alternating the driving between the two of us over the first two hours. Trying to make every apex with 182 corners at speeds of up to 120mph in an external temperature of 30 degrees plus is knackering. Interestingly I felt Richard, with far less track experience than myself, made a better job of it than I did, but I’ve always told him he’s a natural circuit racer.

In spite of the number of corners, in the Alfa 75 a lot of the circuit is flat-out. Anyone who Caroline felt should be going flatout but wasn’t (or missing apexes like me) was soon in for a bollocking. Contrary to popular myth, you can learn the circuit sufficiently to push quite hard after maybe six laps, which of course is 85 miles. Nick, who

was going very well, reckoned he got down to nine minutes dead.

The highlight for me was a lap with Ron driving. Like many of us, I have had the pleasure of experiencing many UK circuits in the hands of some very quick drivers but a lap at this place with Ron was unforgettable. The combination of his familiarity with the circuit and considerable skill.

The brakes were rarely used just a flowing motion of oversteer and enormous speed. The GT3 Porsches were overtaking us on the straight but Ron was all over them in the corners which, in such a car, must have embarrassed them.

The course is run in a very friendly manner and indeed Ron took us out to dinner that night deep into Eifel country. By the time we got there it was dark but warm enough to dine al fresco.

What Ron hadn’t told us was that the rather plush restaurant is a disused railway station, so we were mildly alarmed when a train passed through the garden, towering above us in the dead of night. On returning to our hotel we all felt a late session in the bar was called for as there was no driving the next day. It soon became apparent that Prior wasn’t up to it – he manfully struggled on, though, and accepted a third malt whisky (after a good few beers).

The ’75 Experience’ appears to me to be terrific value for money. It’s worth upgrading to a V6 because of the Group 18 tyres. If you want one-to-one instruction it is more expensive but is well worth it. We can wholeheartedly recommend it an experience of a lifetime!  Contact details for the ’75 Experience’: Ron Simons 75Experience GmbH Tannenweg 12 56729 Herresbach Dottingen Nurburgring Germany Tel: +49 2691 931658 Email: info@rsracing.nl Web: 75experience.com

CompRes 15

Photo: Oliver Read

Thruxton Saturday 16 September 2006

T

HRUXTON, acknowledged to be the fastest track in the UK, is only occasionally used by the Club so it was a rare event for the Pirelli Ferrari Open series to have a fixture here in its inaugural season. As with many circuits these days, environmental issues limit the number of days of racing that the local authority permit and, with owners BARC running a number of their own championships, it is always difficult to obtain a date for a ‘guest’ series.

We were last here as long ago as 2003, in the days of PMFC, when young Lewis Carter set a new lap record for Ferraris at a thumping 104.52mph, with

16 CompRes

his 360 Challenge timed at standard of professional attention 1:21.144 around the 2.356 mile lavished on them as they did in course. Of more interest, their youth. perhaps, to Open competitors, is Despite the attractions of the the best F355 Challenge time of potential high speeds, the John Seale, 1:23.85 Thruxton event only managed to (101.15mph) which he muster a single figure Ferrari established in the year 2000. The quickest PMFC ‘M’ class lap time recorded is 1:26.59, by Ian Hetherington in his F50, set in 1999.

Given these old targets, it would be interesting to see how the PFO runners would perform this year, bearing in mind that the cars are that much older Alan Cosby’s F512M dropped a valve during and perhaps don’t qualifying. Geoff Shilton and Cossie have the same discuss the implications.

Photo: SwiftyPix

THRUXTON

Photo: Oliver Read

entry. On a dull but dry morning, the sky thick with overhead cloud, just eight cars, made up of four ‘C’ class and a similar number of ‘S’ cars were assembled in the paddock ready for action.

After missing the previous races at Brands Hatch, Charlie White was back in action following an engine transplant in his F355/Ch. Both Witt Gamski and Alan Cosby were hoping to repeat their Brands successes, having each scored an outright victory. A new radiator had been fitted to Cosby’s F512M after the car had shown signs of distress in the cooling department.

The rest of the field were much as we had seen them two weeks earlier, although some cars (I’Anson’s and Gamski’s) had been treated to new rubber by

Pirelli’s Pete Hopkinson, again administering advice and impeccable service from his familiar yellow Competizione truck in the Ferrari paddock area.

It was an early start for the Ferrari drivers, with signon at 07.50 and John May’s scrutineering procedure timed for 08.05. Both John Taylor (308GT4) and Nick Chester (308GTB) “John Taylor was mystified by his lack of pace were able to compared with his scintillating performance at remove their 20kg Brands Hatch two weeks earlier.” success ballast for this event.

Removal of a plug on the flat 12 The 15-minute qualifying engine revealed a dropped valve session which also accounted for a commenced reported stuck throttle. The big promptly at Ferrari was sadly loaded onto its 09.20 and we trailer for a premature return noted that home. only three of Charlie White wisely took our drivers things easy to give his (Cosby, replacement engine a chance to Taylor and bed in. He reported a strange Mike Reeder) ticking noise from his RHS front had previous wheel but his crew were unable race to find anything amiss. There experience at were no apparent difficulties with Thruxton. the rest of the field although John For the Taylor was mystified by his lack others it was of pace compared with his a severe test scintillating performance at of their Brands.

The S Class cars of Nick Chester (308GTB) and Tris Simpson (328GTB) had a good dice in the early stages. ability to get The Ferrari race was the first

CompRes 17

Photo: Oliver Read

Photo: Oliver Read

Mark I’Anson put his F355/Ch on pole. Here he leads the rest of the field into the chicane.

the hang of the course in a very short time.

Clearly Mark I’Anson has this ability and perhaps his considerable rally experience came in useful. He was noticeably quick immediately he drove out of the collection area and to his great delight his time of 1:27.141 (97.33mph) secured pole position. Only just behind was the more experienced Witt Gamski who was to share the front row on a time of 1:27.793.

Although Alan Cosby’s 512 sounded its usual magnificently sonorous self, its driver was unhappy with the engine. After setting the third fastest time (1:30.554), on lap 5 he headed for the pits with serious maladies.

Photo: Oliver Read

Don’t try this at home. With the race seemingly in his pocket, Witt Gamski made a mistake at the chicane and almost threw it all away. He managed to recover to snatch back the lead within sight of the chequered flag.

of the afternoon and the cars in qualifying. Charlie took third course excursion) and Chester to assembled in the collecting area spot on lap 3, demoting Simpson 4th and 5th respectively. just before 2 o’clock. Following a (who had recovered from his offMeanwhile, the luckless Mike green flag lap behind the pace Reeder was stranded at the car, the field was released back of the circuit after a from its rolling start with rear wheel detached itself.

I’Anson taking the initiative.

Three studs had pulled out However, by Allard, the first and he was clearly fortunate corner, Gamski had come to have avoided a potentially alongside and snatched the nasty incident. lead.

The position at the front When the cars came dramatically changed on lap round for the first time the 6 when Gamski overcooked order was Gamski – I’Anson, things at the chicane and and then after a little gap, spun. I’Anson suddenly had Simpson – Chester – White – a five second advantage Reeder – Taylor. Although and, since the two leaders Gamski was in front, I’Anson had been lapping at about was sticking to his hind the same pace, it looked quarters like a leech, the pair unlikely that Gamski had of them circulating at about enough laps in hand to the pole position pace. retrieve the situation even if Chester took over third he was able to up his game. position briefly when Simpson But Witt is a determined went straight on after Church. driver and he managed to However, this situation wasn’t screw some more speed out to last long as White was of his 355 to reduce the gap. making huge progress He set a new PFO lap record The overall winner, Witt Gamski, receives through the field, lapping on lap 8 at 1:25.657 and his trophy from Sue Taylor. some 10 seconds quicker than one lap later he was on the

18 CompRes

coat-tails of I’Anson.

However, it is one thing to get close but quite another to get past. That last lap was a humdinger, with I’Anson hanging on grimly to his slender lead. And then, as the two leaders braked for the final corner, at Club, Gamski seized his chance and surged ahead at the chicane. The gap at the end was just over 1½ seconds.

Charlie White brought his now fully run-in Challenge car over the line to collect third place, his final lap being his fastest of the race. In 4th overall and winning class S was Tristan Simpson, despite having some gear selection bothers towards the finish.

Nick Chester collected a second in class while John

Photo: SwiftyPix

Taylor, complaining of a lack of adhesion on his GT4, brought up the rear but scored a useful third in class.

After a quick towelling down the drivers reassembled in the Media Centre for the prize-giving. Sue Taylor was prevailed upon to present the rather nice Club trophies, although the difference in stature between her and the winner, Witt Gamski, posed certain difficulties with the embracing part of the ceremony.

It was a successful day for Mark I’Anson: pole position and second place in the race.

PIRELLI FERRARI OPEN ROUND 6 THRUXTON 16 September 2006 Pos

No

Driver

Tipo

Class

Laps

Time

Best Lap

Qualify

Pos

1

43 Witt Gamski

F355/Ch

C

10

14:38.466

1:25.657

1:27.793

2

2

30 Mark I’Anson

F355/Ch

C

10

14:40.083

1:27.025

1:27.141

1

3

33 Charlie White

F355/Ch

C

10

14:56.657

1:27.151

1:39.706

8

4

46 Tris Simpson

328GTB

S

10

15:06.007

1:29.053

1:31.449

5

5

5 Nick Chester

308GTB

S

10

15:11.629

1:29.806

1:30.850

4

6

19 John Taylor

308GT4

S

9

14:56.392

1:37.691

1:36.315

7

DNF

31 Mike Reeder

F355/Ch

C

1

1:37.360

1:37.360

1:31.479

6

NS

2 Alan Cosby

F512M

S

1:30.554

3

Fastest Laps:

Witt Gamski

C

1:25.657 (99.01mph) Establishes lap record

Tristan Simpson

S

1:29.053 (95.24mph) Establishes lap record

CompRes 19

Photo: Dave Clark

PIRELLI FERRARI HILL CLIMB CHAMPIONSHIP: ROUND 15 LONGLEAT HILLCLIMB: Saturday 23 September 2006

HE FIFTEENTH and last round of 2006 moved way out west to this stately venue, more renowned for lions than motorsport reports RICHARD ALLEN. A hillclimb was held here for many years, discontinued, and then re-introduced in 1990, since when it has been part of the Ferrari hillclimb calendar.

The course is simple, fast and potentially hazardous as there are many large trees not far off the side. It is also notoriously slippery, and bravery reaps big rewards here. It is spectacular too – on a fine day the view from the top paddock makes travelling the long distance to Longleat well worth the effort.

At seventeen cars the Ferrari entry was the biggest yet seen here, even after we lost Geoff

practice runs, as the course was drying and cleaning up, most of us found we were getting Photo: Dave Clark

T

Gentlemen, Start Your Engines

Photo: Dave Clark

Mark Buckland was out for the first time in his recently acquired F355.

No bull. The Longleat cow was quite impressed with the Ferraris.

20 CompRes

Dark and John Marshall – both with out-of-action machinery. A very early start meant many of our competitors coming from hundreds of miles away stayed the night locally. Fortunately the overnight rain cleared on Saturday morning and we had a nice, mostly sunny day, though the track remained slippery up at the hairpin under the trees and on to the finish. There is an amazing lack of grip going away from the start here, and on the

wheelspin in third as well as second, never mind first!

First practice produced a big surprise when David Hathaway topped the times with his 348ts, ahead of all the Ferrari talent out here. Richard Prior (348ts) was next, followed by David Tomlin (F355), whilst newcomer Peter Wilson spun his 348ts at the hairpin to make things more interesting. The second session was more illustrative of the way things were likely to go. Chris

Photo: Dave Clark

Allen (F355). David Tomlin was red flagged for a re-run as your reporter had put a wheel off on the inside of the fast left hand kink before the finish, chucking loads of mud across the track.

David moaned about this as you would expect, but it was all extra practice!

The final runs of the 2006 season did not make much difference to the finishing order, but nearly everyone in the class was to go faster. Colin Campbell was out with his 246GT and he finished on 63.71. A by now cautious Peter Wilson clocked 53.15, a little behind his best David Hathaway (348ts) topped the first practice run times. practice run, and understandably a long way behind next man, Butler, who won here Soon after lunch the Ferraris Peter Rogerson (F355) at 49.48. convincingly in 2005 with his were on the hill, and Peter Wilson Andrew Holman can never be F355, slithered up in 44.17, way again provided the drama - this accused of not trying – he ahead of Richard Prior on 46.06. time he bravely spun his 348 on vigorously took his Mondial QV up The rest of the F355 drivers plus the fast left-hander with the very in 48.54.

Nick Taylor (348GTC), were big oak trees – he missed these The next man up the chart mooching around in the forty ok! Once again it was Chris was Mark Buckland, out for the seven second bracket. There Butler in the lead on 43.28, first time in his recently acquired looked to be a good contest though this time David Tomlin F355 – a very nice red GTS developing between the smaller (F355) was not too far adrift at version. Feeling his way, he tipos of John Day (328GTB) and 43.95. Charlie White was now in improved steadily to a best of Barry Wood (308GTS) – these contention, moving his F355 48.37. Mark Hargreaves has not two less than a second apart.

Spider in to third position with been out much lately but knows The Ferraris were his way up Longleat. running near the front He pushed his of the entry so there 308GT4 to a was loads of time to creditable 48.34, not visit Longleat House, too far from the hit the cafeteria for a Wood/Day contest. leisurely lunch, and This was resolved admire the wonderful when John Day scenery. Mike and produced an Barbara Spicer joined excellent final run of us – they were down 46.98 to shade for the weekend with Wood’s 47.75. This their motorhome - not feat ensured John to compete, but to get was to win the Club a look at what we handicap. David were up to, and take Hathaway was also son Joe around the going well with his Safari Park. There 348, though his was plenty to see and second run was down an interesting entry on his first of 46.55. from other clubs Nick Taylor, What the Butler Saw. “Chris attacked the hill with much loads of Porsches and with the 2006 bravery and not a little skill to record 42.58—the winning some serious looking Championship in his time and gaining him the maximum Championship points.”

GTD40s too. The pocket, was so Ferraris, devoid of sponsors 44.44, ahead of Richard Prior. relaxed he only managed a best decals other than Pirelli door Barry Wood had the measure of of 45.10, behind Richard Allen’s panels and number plates, looked John Day by a second or so, and 45.08 and a long way off the brilliant compared to most of the Nick Taylor was still languishing front runners. Richard Prior other bestickered competing cars. behind Richard Prior and Richard remained in fourth overall with

CompRes 21

44.49, whilst the ever cheerful Charlie White, on his first visit here, claimed third spot with a highly creditable 44.04. David Tomlin likes Longleat and zoomed up in an impressive 43.25 for second spot and a useful

seventeen points, leaving Chris Butler comfortably in charge.

Chris attacked the hill with much bravery and not a little skill to record 42.58 – this excellent time gaining him the maximum twenty points as well as a very well

deserved class win.

In summary, another most enjoyable day of hilllcimbing at Longleat – a venue which on a sunny day is second only to Bouley Bay! 

LONGLEAT 23 SEPTEMBER 2005 Pirelli Ferrari Hillclimb Championship Round 15 Driver

Tipo

Pract 1

Pract 2

H/cap

Run 1

Run 2

*0/64 ft

*split

H/cap pos

PEP %

PEP time

Chris Butler

F355

54.88

44.17

41.25

43.28

42.58

2.48

21.51

Pts

5

+2.50

43.64

20

David Tomlin

F355

---

47.39

42.50

43.95

43.25

2.50

21.69

2

+2.50

44.33

17

Charlie White

355 Spider

56.71

47.58

43.25

44.44

44.04

2.89

22.47

3

+2.50

45.14

13

Richard Prior

348ts

50.70

46.06

42.50

44.90

44.49

2.58

22.19

8

0.00

44.49

15

Richard Allen Nick Taylor

F355

51.87

47.49

42.25

45.65

45.08

2.63

22.30

12

+2.50

46.21

11

348GTC

54.37

47.62

42.50

45.72

45.10

2.53

22.73

11

+1.50

45.78

12

348 ts

49.24

48.74

45.75

46.55

47.34

2.61

23.49

4

0.00

46.55

10

John Day

328GTB

57.28

51.07

47.25

48.99

46.98

2.60

24.34

1

-0.50

46.75

9

Barry Wood

308GTS

59.59

51.74

46.00

47.83

47.75

2.68

24.22

6

-2.00

46.80

8

Mark Hargreaves

308GT4

55.23

50.27

46.25

49.55

48.34

2.65

24.34

10

-2.00

47.37

7

Mark Buckland

F355 GTS

59.53

51.88

45.50

49.19

48.37

2.81

24.26

13

+2.50

49.58

5

Andrew Holman

Mondial QV

54.23

49.85

46.50

48.54

49.12

2.59

24.46

9

-2.00

47.57

6

Peter Rogerson

David Hathaway

F355 GTS

60.44

54.71

47.50

50.64

49.48

2.66

25.07

7

+2.50

50.72

4

Peter Wilson

348tb

---

53.01

49.00

94.08

53.15

2.74

27.04

15

0.00

53.15

3

Colin Campbell

246GT

69.11

62.95

60.00

68.05

63.71

3.41

32.46

14

-4.50

60.84

2

* Splits for fastest run Class Awards:

1st Chris Butler

FOC Handicap Awards: 1st John Day

2nd David Tomlin

3rd Charlie White

2nd David Hathaway

Final Championship Points after Round 15 (Provisional) Nick Taylor

151

Mike Spicer

47

Chris Hitchman

10

Geoff Dark

143

Charlie White

42

Sam Whitman

9

Jon Goodwin

129

Andy Grier

42

Jolyon Harrison

9

Christian Mineeff

125

Nick Frost

32

Colin Campbell

9

Richard Prior

121

John Swift

28

Andrew Duncan

8

Chris Butler

113

Peter Rogerson

27

Mark Hargreaves

7

David Tomlin

85

John Day

26

Stuart Burrage

6

Richard Allen

84

Philip Whitehead

25

Leon Bachelier

6

Andrew Holman

64

Peter Hitchman

25

Lorraine Hitchman

3

Pauline Goodwin

64

Mark Buckland

25

Jos van de Perre

1

David Hathaway

60

Richard Preece

22

Charles Haynes

1

John Marshall

57

Sergio Ransford

18

Tracey Haynes

1

Barry Wood

50

Christopher England

11

Brian Jackson

47

Peter Wilson

11

22 CompRes

ANDVOORT is a popular destination for Ferrari competitors from Britain. Ferrari Owners’ Club drivers have been racing at this Dutch seaside resort for a great many years, and lots of us have fond memories of not just the racing but all the other attractions that make the place so special.

The circuit layout has been changed a number of times since it was first opened in 1948. The Dutch Grand Prix was held here thirty times, from 1952 until its demise in 1985. The track is set in sand dunes just a few hundred metres inland from the North Sea. Sand blowing across the circuit is a constant hazard and makes for a very abrasive surface. It is within easy walking distance of the resort town of Zandvoort, with its bars and excellent restaurants.

As the town grew, so did the pressure on the circuit owners to confine the motor racing to a

smaller area. The very long accidents and, to your reporter’s straight was reduced to about embarrassment, the name Swift half its original length in the first has now to be added to the list of major change to the track layout its victims. and the circuit became a mere Zandvoort in its present shadow of its former glory. From form is attracting new being a GP venue it was then International interest. The DTM only used for domestic racing. and A1 GP championships are A few years ago the layout was once again modified, this time effecting a huge improvement by building a new section of track around the back and resurrecting the famous Schievlak corner. Throughout these transformations, Tarzan, one of the most famous corners in racing, has thankfully Marco Pullen (Mondial t) leads John Shirley remained intact.

(Mondial 3.2) and Sam Whitman (308GTB) in R1.

Following the fast straight, this unique right-hander running here this season and new provides some exciting action investment has been secured to and frequent overtaking improve the infrastructure. It is opportunities. It is also the unlikely that the circuit will ever scene of occasional spectacular see a Dutch Grand Prix again, but

CompRes 23

Photo: Chris Schotanus

Photo: Chris Schotanus

Rounds 10 & 11: ZANDVOORT Saturday/Sunday 23/24 September 2006

Photo: Chris Schotanus

“His cornering looked quite lurid in my mirrors and I suddenly devised a cunning plan.” Ray Hanson (TR), John Swift (308GTB) and Didier Benaroya (Mondial cabriolet) playing chess in the first race.

ten after Steve Tandy managed to damage his 275GTB at Oulton Park in the Tour Brittania event a couple of weeks earlier.

Testing I had arranged for some additional testing on the Friday

for the Ferraris: two sessions of 40 minutes, one in the morning and a second in the afternoon.

Most of our drivers arrived in Holland on Thursday or Friday morning to take advantage of this familiarisation opportunity.

Richard Moseley had come over with his father, Peter, and the Photo: Chris Schotanus

some of us who think that not having the Formula One circus around is no bad thing, may not be disappointed.

Following a very successful debut visit by the Classic series in 2005, arrangements were made to return this year to the Italia a Zandvoort meeting at the end of June. Sadly the circuit authorities had to abandon their plans for this long established meeting at quite a late stage due to environmental issues. The circuit is limited to holding only a handful of ‘noisy’ weekends and, when A1 GP was fixed in the calendar, the Italia a Zandvoort meeting was the casualty.

We were given the alternative date of late September, at the ‘Trophy of the Dunes’ meeting but by the time this was arranged some of our Classic competitors had no doubt made other plans. This may have been the reason why the PFfc entry list was a meagre eleven cars. This reduced to just

Good while it lasted. Gary Culver made a perfect start to the weekend, with pole position and a win in Race One. Sadly it all came to an abrupt end on Sunday morning when a stub axle failed on his 328GTB.

24 CompRes

rest of the family. Although Richard was unable to take part in the races (he hasn’t yet qualified for his National A licence) he was able to enjoy taking the family 308 around the track in these test sessions.

In the first session, John Shirley shredded the alternator belt on his 3.2 Mondial while Simon Bartholomew (328GTB) was in trouble with brakes after the promised new pads failed to arrive. In the afternoon everything went smoothly although your scribe was black flagged in error after the marshals mistook his light blue car for the dark blue one of Graham Reeder, who was apparently dropping some unidentifiable fluid.

The organisers at Zandvoort couldn’t be more helpful, particularly the circuit manager, Erik Weijers. Erik had allocated five pitboxes to us – two cars to each unit – which gave us all the space we needed together with washing and other essential facilities. Your scribe shared a pitbox with the enthusiastic Pullen family’s OMG team, and one hoped that young Marco would have more luck than he experienced at the previous year’s Zandvoort meeting, when a faulty gearbox was responsible for a serious off at Rob Slotemaker Bocht.

Q1

The programme for the Race 1 Ferraris consisted of one 20minute qualifying session and a Happily the rain stopped 12-lap race on each of the two with half an hour to go, and by days. Saturday’s proceedings the time we had assembled in the started with a briefing from the pitlane, at around 1.30, the Race Director, our old friend circuit was drying quite nicely.

Jeroen Frieman. A forgetful Ray On the parade lap we discovered Hanson decided to go for that the track was very slippery breakfast instead of attending at posts 21 and 22 (Kumho Bocht and was lucky to get away and Arie Luyenduk Bocht – we’ll without being fined. stick with the post numbers!)

The weather on Friday night which was to prove a problem for had deteriorated from the hot but some in the race. overcast conditions earlier.

By the time qualifying came round, at around 10.30, the track was damp but rain had stopped falling. There was a last minute panic in the Reeder camp when it was discovered that some of his We think Peter Moseley enjoyed his racing despite camber spacers an inconvenient clutch cable problem. were lying on the pitbox floor rather than adjusting When the red lights went out his geometry to the correct Culver scrambled through Tarzan angles. He made the session just in the lead – but only just – from in time.

Reeder, who had just got the Everyone survived practice drop from Bartholomew. without apparent troubles Hanson, from row 4, made a although Swift made a visit to the super start and used all the pitlane to change the brake considerable power of his flat-12 balance on his wheel locking engine to take 4th place from

CompRes 25

Photo: Chris Schotanus

Photo: Chris Schotanus

Simon Bartholomew had an exceptional weekend in his Gp2 328GTB, leaving Holland with two class wins under his belt.

308GTB. In the final five minutes of the session rain started to fall quite heavily.

When the timesheets appeared the familiar name of Gary Culver headed the list, with rival Graham Reeder in third behind an astonishingly rapid Simon Bartholomew (Gp2 328GTB). Completing row 2 was your reporter.

Heavy rain continued to fall during the rest of the morning and deep puddles were ominously forming in front of the pitboxes. The nice thing about PFfc is that we all use treaded tyres so we don’t usually experience the mad panic of last minute wheel changes as the weather alters.

Photo: Chris Schotanus

of the straight, Didier pulled alongside Hanson, started to slide, and the two made contact – the tail of the Mondial Sam Whitman’s fortunes improved after David Preston connecting cured a misfire on his 308GTB. with the front wing of the TR. Your scribe were presented on the podium by slipped gratefully through but too Erik Weijers, together with late to make any impression on champagne and (being Holland) the flying Shirley. Sam Whitman bunches of flowers. Marco was having a disappointing race Pullen, had sprinted from the in 9th, his 308GTB misfiring quite parc fermé just in time for the badly down the straight. Peter presentation. We also got mixed Moseley brought up the rear in up with a Dutch wedding, the his Gp3 308GTB. bride and groom wanting to be The chequered flag brought photographed with the Ferraris in the difficult race to an end, with the pitlane. Some of us (me) Gary Culver adding another notch kissed the bride but perhaps a to his victory bow, Graham perspiring driver in sweaty Reeder collecting second and overalls wasn’t quite what the Simon Bartholomew claiming the lady expected. top Gp2 podium position after In the evening, thanks to hounding Graham for most of the Gary Culver’s tiptop race. Shirley took a well arrangements, the Ferraristi – all deserved Gp2 third place from thirty of us – made a beeline for Marco Pullen (Mondial t) while La Fontanella, a splendidly Swift collected the Gp3 third chaotic Italian restaurant in the spot. town that serves delicious fare in Some rather nice trophies gargantuan portions accompanied by robust Italian wine. It was a warm evening and we ate alfresco at a long table on the terrace. It was great fun.

Q2

The podium for Race 1. L to R: Graham Reeder, Gary Culver, John Swift.

26 CompRes

The weather on Sunday was a distinct improvement on the previous day’s showers. A light sea breeze had blown the fretful rain clouds away and it was warm and dry. When we arrived, mechanical brushes were hoovering the track and all looked set for another enjoyable race.

The first activity of the day, at 9.30, was the Ferrari qualifying session for R2. Our ten cars were all out and in apparently good order, but then things started to go awry. The most

Photo: Chris Schotanus

Swift. Benaroya in his Mondial t cabriolet wasn’t far behind.

Shirley had started from the pitlane after an HT cable had come adrift on the green flag lap but was determined to make amends. Both he and Benaroya passed Swift at the same time at the back of the circuit when the brakes on the 308 gave an anxious moment.

The race settled down, with Culver in the lead by about three seconds from the battling duo of Reeder and Bartholomew.

Benaroya came to grief, albeit only briefly, when he spun at the tricky post 21, allowing Swift to close on Hanson. The big Testarossa isn’t easy to get past.

It is seriously quick in a straight line and, although one can close under braking and in the corners, its acceleration out of the bends negates all the chaser’s efforts.

Shirley had already passed the TR and was moving away from the Hanson/Swift skirmish.

Then Benaroya arrived back in the frame. His cornering looked quite lurid in my mirrors and I suddenly devised a cunning plan. If I let Didier through I had a feeling it would be only a matter of time, and at which corner, the pair of them would collide.

Sure enough, at the exit to the long left-hander at the back

CompRes 27

Photo: Chris Schotanus

Photo: Chris Schotanus

third of the day.

Whitman at the rate of a couple Following of seconds a lap. On lap 7, as a parade lap and the two 308s came into Audi S, a green flag lap, they were alongside but midgiving lots of corner there was contact. The time for getting noise of the impact sounded everything on dramatic from inside car 11’s the cars to cockpit but actually was not too operating severe. The net effect was that temperatures, Whitman retained the advantage the 8 car grid but a fuming Swift resolved to Graham Reeder (Gp3 328GTB) made no mistakes in was released for get back. the second race of the weekend. the second 12With more work to be done serious problem afflicted Gary lap contest. Shirley was caught Swift was closing rapidly as the Culver. Coming through the napping and was engulfed by the two cars braked for Tarzan. But twisty section behind the paddock rest of the pack as it roared off the braking was too late, the – fortunately at less than usual towards Tarzan, with Reeder, pedal went to the floor and the speed because he sensed Bartholomew and Swift occupying gravel run-off area zoomed into something was not quite right – the first three places. view. The blue 308 hit the gravel the 328’s left rear stub axle As your scribe braked for and the car was embedded. The sheared, the wheel detached Audi S for the first time, a glance marshals were quick to extract itself, throwing the car up in the in the mirrors showed a pall of the stricken car, but a huge air and onto the grass margin on smoke around the red cars amount of stones had been the right of the track. Although behind. Hanson’s TR’s gearbox collected, making further racing the stricken car couldn’t be had gone bang (a suspected unwise. moved – the suspension was torn cracked casing was later Meanwhile Shirley had away and the brake disc was diagnosed) and his race was woken up and had furiously shattered into several pieces – over. Unfortunately Ray brought his Mondial back into Gary was out of the cockpit and deposited the unharmed. ’box’s oil on the A second, but far less racing line on his spectacular problem was with return to the pits, Peter Moseley’s 308GTB. In his making lap 2 case a frayed clutch cable decidedly tricky for prevented gears being selected those ahead. and, in the absence of a Reeder and replacement, Peter was obliged Bartholomew to withdraw from further action. continued to lead In contrast, Sam Whitman’s the race, albeit at 308 appeared to have recovered an increasing from its previous day’s misfire distance apart, following the discovery of liquid while your reporter in the plug wells by the eagle seemed to have eyed David Preston. third in his pocket.

The Gp2 podium, starring Simon Bartholomew flanked by John Shirley and Marco Pullen.

In the far better conditions, However, perhaps Graham Reeder was quickest this due to excess time in 2:08.898 although only caution on that TR oil slick, Swift contention. He disposed of half a second adrift came Gp2 slowed too much while the oil Benaroya’ s Mondial cabriolet on leader, Simon Bartholomew. The flags were displayed, allowing lap 4 but during the two second row positions were Whitman’s now on-form 308 to overtaking manoeuvres there was claimed by John Shirley and John creep ever closer. At the start of contact between the cars Swift with the rest of the field lap 3 Sam took a wider line resulting in some unjustified fury closely bunched on time just through Tarzan and managed to from the French driver. behind. take third place. He consolidated Once past and now lapping his lead to about ten car lengths in the mid-2:11s, Shirley closed by which time the track condition on the slowing Whitman, whose Race 2 was getting better and Swift’s brakes were now failing, and I had arranged an early race frustration at being demoted was passed to take third overall with for Sunday to make it possible for getting worse. one lap remaining. all our drivers to get back home On lap 5 Swift got his head And that’s how it finished: the same day, and the Ferrari down and improved his lap times Graham Reeder taking overall race was scheduled for 11.50, the by around 5 seconds, hauling in victory with Simon Bartholomew

collecting his second class win of the afternoon. Once again the trophies, champagne and flowers were presented on the podium while the still incandescent Didier Benaroya was summoned to the Race Director’s office for an

interview without coffee.

Zandvoort had been full of excitement and adventures, both good and not so good, but it is fair to say that everyone involved had thoroughly enjoyed the weekend. We came away just

hoping that there will be a viable number of Classic competitors next season to make it possible to arrange another overseas event.

ROUNDS 10 & 11 ZANDVOORT 23/24 September 2006 RACE 1 Pos

No

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

1

34 Gary Culver

328GTB

3

12

29:08.455

2:22.243

2:17.894

1

2

23 Graham Reeder

328GTB

3

12

29:14.521

2:22.593

2:21.481

3

3

37 Simon Bartholomew

328GTB

2

12

29:20.893

2:22.836

2:21.338

2

Mondial 3.2

2

12

30:31.324

2:29.536

2:28.856

5

308GTB

3

12

30:50.593

2;30.231

2:26.969

4

Testarossa

3

12

30:51.689

2:29.898

2:32.445

8

Mondial t

2

12

31:10.164

2:29.592

2:34.617

9

Mondial t Cab

2

12

31:10.977

2:26.413

2:29.586

6

4 5 6

4 John Shirley 11 John Swift 5 Ray Hanson

7

13 Marco Lee Pullen

8

50 Didier Benaroya

9

10 Sam Whitman

308GTB

3

12

31:12.387

2:31.030

2:29.867

7

10

15 Peter Moseley

308GTB

3

12

31:48.809

2:35.355

2:37.718

10

Fastest Laps:

Gary Culver

Group 3

2:22.243 (109.017 km/h)

Simon Bartholomew

Group 2

2:22.836 (108.564 km/h)

RACE 2 Pos

No

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

1

23 Graham Reeder

328GTB

3

12

26:12.529

2:09.555

2:08.898

1

2

37 Simon Bartholomew

328GTB

2

12

26:43.430

2:11.443

2:09.401

2

3

4 John Shirley

Mondial 3.2

2

12

27:05.628

2:11.608

2:12.783

3

4

10 Sam Whitman

308GTB

3

12

27:07.671

2:13.123

2:13.516

5

5

50 Didier Benaroya

Mondial t Cab

2

12

27:57.730

2:17.173

2:15.475

8

6

13 Marco Lee Pullen

Mondial t

2

12

28:12.247

2:18.907

2:15.152

7

11 John Swift

308GTB

3

8

21:00.673

2:11.882

2:12.903

4

0

5.671

2:13.656

6

DNF DNF

5 Ray Hanson

Testarossa

3

NS

15 Peter Moseley

308GTB

3

2:17.386

9

NS

34 Gary Culver

328GTB

3

2:27.426

10

Fastest Laps:

28 CompRes

Graham Reeder

Group 3

2:09.555 (119.694 km/h)

Simon Bartholomew

Group 2

2:11.443 (117.974 km/h)

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CompRes 29