FERRARICOMPETITIONRESULTS
CompRes
THE MOST EXPENSIVE POLICE CAR IN THE WORLD
ISSUE 023 APRIL 2007
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 COVER PIC Featured on this month’s cover is the Ferrari 612 Scaglietti which was finished in police livery specially for the UK leg of the Ferrari Relay 60 event. It must be the world’s most expensive police car ever! As we mention in our report on page 3, the car was driven by regular police officers as the relay moved between Ferrari distributors. Apparently on the run from Lancasters to London the convoy of Ferraris, led by the 612 Scaglietti, came upon a real traffic accident. The police in the Ferrari were duty bound to stop and assist, and of course the following cars had to pull up behind. The people involved in the accident couldn’t believe their eyes. They were doubly astonished when photographers from an accompanying press car leaped out and took pictures. MAY There was no one hurt, fortunately, but those involved thought it must be some TV stunt. If you look at the photo of the 612 on page 3 you will, perhaps, see someone you may recognise. There is a small prize for the first person who can name the “policeman” in the pic – answers by email to cs.man@btinternet.com
MALLORY PARK The Mallory Park 51st Anniversary meeting on Sunday, 13th May, will feature not only PFfc cars in a Ferrari double-header but also Ferrari road cars which will be given
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JUNE
a dedicated area of car park and can be seen on parade laps of the circuit during the lunch interval. We have hired the Meek Suite in the paddock for exclusive Ferrari hospitality and arranged buffet style catering for all guests. Application forms for the display area have already been circulated as have booking forms for the hospitality. If, for some reason, you have missed either of these forms please contact us as quickly as possible – contact details on page 1 of this issue. If you have time on your hands and wish to hear something about the Ferrari involvement at this meeting, log on to www.mallorypark.co.uk and hit Spectator Guide > Event Interviews. Don’t be too surprised at what you hear!
CHRIS NIARCHOS
Stewart Roden welcomes Nigel Mansell to the team.
We were delighted that Chris Niarchos was able to be present at the Club’s AGM and Prizegiving Lunch to collect the Cavallino Trophy which he won for his 2006 victory in the British GT WHAT’S ON Championship. He and his team-mate, Tim Mullen, were, 5/6 Prescott Hillclimb of course, driving a Ferrari 430 for Scuderia Ecosse. The 7 Brands Hatch: Pirelli Ferrari trophy was presented by our formula classic; Pirelli Chairman, Jack Sears, and Ferrari Open Chris was clearly thrilled to receive the honour. 12 Harewood Hillclimb As we write this, Chris will be joined by Nigel Mansell 13 Mallory Park: Pirelli Ferrari for the FIA GT event at formula classic Silverstone this coming 15 FOC Snetterton Track Day weekend. The other Scuderia Ecosse Ferrari will be driven 26 MIRA Sprint by Andrew Kirkaldy and Tim Mullen. 2/3 Shelsley Walsh Hillclimb When I chatted to Chris in the bar before lunch I asked him what I thought 8-10 Silverstone: Ferrari Racing Days—GP circuit: might be a tricky question: Pirelli Ferrari formula classic Having driven with both Andrew and Tim as team16 Cadwell Park Sprint mates, which do you regard as the quicker? 19 Oulton Park Track Day Without hesitation
Chris replied “Andrew! His technique is very different from Tim’s – he brakes earlier but is on full power earlier. He therefore always carries more speed through the corner and his exit is faster. As a result Andrew will always be a fraction of a second quicker on every lap.” We wish everyone at Scuderia Ecosse good luck at Silverstone and for the rest of the season.
FERRARI RACING DAYS The Next Big Thing on the Pirelli Ferrari formula classic menu, following this month’s races at Brands Hatch and Mallory Park, is the Ferrari Racing Days 2007 meeting at Silverstone on 8-10 June. In the last issue we gave preliminary details of what was happening and we indicated that PFfc would have two sessions – a free practice and a qualifying period – on the Friday, and two races on the Sunday. Although final confirmation of Sunday’s second race is yet to be received from Ferrari SpA in Italy, we understand from Ferrari GB over here that it is a better than 90% sure bet. As well as our races, this meeting will feature events for both divisions of Ferrari 430 Challenge and Shell Historic Challenge, together with demonstrations of Ferrari FXX and Corse Clienti Ferrari F1. Non-racing Club members will be catered for with parade laps as well as demonstration laps by at least forty F40s. Nigel Chiltern-Hunt is scouring the country for F40 owners and would like to have more F40s assembled together at Silverstone than have been seen anywhere before. In addition to the action on the track, arrangements are currently being made by the Club, in association with Ferrari GB, for hospitality and there will be an exhibition of the finest Ferrari tipos of all ages. As I said last month, we want to make a very good impression at this event and I hope that the entry for the PFfc races reflects this. Don’t forget,
the opportunity to compete on the full Grand Prix circuit is a rare privilege so make sure you don’t miss out! Entry forms for our races have already been posted to registered competitors and the closing date for entries is MONDAY 21st MAY.
PIRELLI TYRE CHANGE We have been advised by Pirelli that the rear slick tyre previously fitted to F355 Challenge in our PFO series has been discontinued. The 295/680 18 size has now been replaced by 305/680 18 which, apart from the slightly increased width, is otherwise identical including compound. The special price will remain the same for Open registered competitors. We understand that Pirelli currently have good stocks of 295/680 18 wets but when these are exhausted it is likely that they will be replaced by the wider tyre size.
PIRELLI FERRARI OPEN Following the PFO event at Brands Hatch, the series has a
short rest before the important double-header meeting at Rockingham in July. We hope that a serious shortage of entries at the first event of the year at Snetterton – reported in this issue – will be rectified soon. There are a number of newly registered drivers and cars and we really want this series to succeed because it has all the ingredients of close and exciting racing without imposing too great a financial burden on competitors.
PIRELLI POLO SHIRTS At long last, part of the order for these shirts has arrived at Chevy Chase and PFfc and PFO drivers who are racing at Brands Hatch and/or Mallory Park this month will receive theirs providing they are not size ‘L’! For some reason the ‘L’s are still in Italy and we are unable to discover when they will be despatched. Hillclimbers will have their shirts embroidered with the PFHC logo but until shirts in all sizes are available the sewing machines cannot be whizzed into action.
Continuing with last month’s theme of including the Chinese Year with birthday dates, we send our best wishes to those celebrating their Big Day in MAY
1 John Proctor 2 Paul Teo 3 Chris Niarchos Keith Sprules Simon Bartholomew Mike Haigh 5 Dudley Mason-Styrron 9 Ted Reddick 10 Stuart Anderson 11 Peter Ratcliffe 13 Tony Jones 14 Pauline Goodwin 15 Andy Duncan 20 Tristan Simpson 21 Martin McGlone 27 Mark Cale Duncan McKay 28 David Barker 30 Wayne Marrs
Chinese Year
Ram Horse Snake Rooster Pig Rooster Ram Rabbit Horse Horse Ram Dog Rooster Dog Ram Dragon Dragon Dog (!) Ram CompRes 2
FERRARI RELAY 60 On Saturday, 21st April, some sixty Ferraris assembled in St James’s Square in the centre of London to join the final UK leg of the Ferrari Relay 60. This event is one of several marking the 60th Anniversary of the foundation of Ferrari and carries a specially devised baton through fifty countries of the world, commencing in Abu Dhabi on 28th January and culminating in Maranello on the weekend of 23/24 June. The design of the baton incorporates 60 badges which symbolise Ferrari’s history and is topped by a dazzling platinum and diamond Prancing Horse created by Damiani. Breakfast was taken at the RAC Club premises in Pall Mall after which a fleet of buses took the invited guests to the Italian Embassy for an excellent buffet lunch created by the master of Italian cooking, Antonio Carluccio. The baton was transported in a Ferrari 612 Scaglietti finished in Italian Police Car livery, complete with roof-mounted flashing light bar and driven by regular police officers who had volunteered for the task (there was no shortage of applicants). On arrival at the Embassy, the baton was handed to the Ambassador, Signor Giancarlo Aragona, by Massimo Fedeli, md of Ferrari GB. Each country offers a gift which is to be auctioned for charity in Italy in June. The UK donation is a one-off mobile phone created specially by Vertu which will be on display in Rome until the date of the auction. Following the return of their owners from the ceremony at the Italian Embassy, the convoy of Ferraris was flagged off by the Ambassador and set off down Pall Mall, which had been closed to traffic for the occasion. A fleet of police out-riders on motorcycles, with flashing lights and sirens, escorted the high speed procession down Piccadilly, Hyde Park Corner, Park Lane, Oxford Street and Baker Street. The convoy was taken through traffic lights at red and the huge crowd of amazed shoppers cheered and waved enthusiastically as sixty Ferrari
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exhausts ripped through the London air. Inevitably the convoy became split up despite the helpful assistance from the police. At one point the group that Anne and I were with, were directed by a motorcycle mounted police woman, who seemed to have confused the M1 North with the M40. She stopped the traffic with great efficiency but sent us down the wrong route. Her embarrassment was compounded when she stalled her bike and was unable to get it restarted. Despite the hitches we all managed to get to Silverstone circuit, where we were assembled to form a giant ‘60’ on the tarmac. A Royal Navy Apache helicopter swooped over the gathered Ferraris, taking photographs and then finally collecting the baton for transfer to its next port of call, Greece (but not before an appearance at Whittlebury Hall for the FOC Ball). It was a terrific experience (I had never driven at 60+ mph in the centre of London before, with police encouragement) and we must record our thanks to everyone involved with the arrangements by Ferrari GB, the RAC, the Italian Embassy and, not least, the Metropolitan Police. Photos: Ferrari GB and SwiftyPix
LAP RECORDS TO 2006 CIRCUIT
DATE
BRANDS HATCH (Indy)
03:09:06
S
Alan Cosby
F512M
53.735
80.32
03:09:06
C
Tim Mogridge
F355/Ch
54.004
79.92
4:06:06
C
Witt Gamski
F355/Ch
1:19.214
88.95
4:06:06
S
John Taylor
308GT4
1:21.107
86.87
07:09:06
C
Mark I’Anson
F355/Ch
1:19.357
88.55
07:09:06
S
John Taylor
308GT4
1:20.145
87.68
16:09:06
C
Witt Gamski
F355/Ch
1:25.657
99.01
16:09:06
S
Tristan Simpson
328GTB
1:29.053
95.24
DONINGTON PARK
SNETTERTON
THRUXTON
yellow = lap records broken
CLASS
DRIVER
blue = lap records established
TIPO
TIME
SPEED (mph)
* = km/h CompRes 4
LAP RECORDS TO 2006 CIRCUIT
DATE
CLASS
BRANDS HATCH (Indy)
4:07:04 1:05:06 1:05:06
2 3 1
Nicky Paul-Barron Gary Culver Stuart Anderson
328GTB 328GTB 250GT/TRC
BRANDS HATCH GP (revised)
24:09:05 24:09:05 24:09:05
3 2 1
Nicky Paul-Barron Gary Culver Chris Drake
328GTB 328GTB 330GTE/GTO
1:50.064 1:50.406 1:55.202
79.25 79.00 75.71
CASTLE COMBE
30:08:04 30:08:04 29:08:05
2 3 1
Gary Culver William Jenkins Stuart Anderson
328GTB 308GTB 250GT/TRC
1:21.046 1:21.071 1:26.694
82.17 82.15 76.82
DONINGTON PARK
4:06:06 9:05:04 9:05:04
3 1 2
Gary Culver Grahame Bryant Nicky Paul-Barron
328GTB 365GTB4/C 328GTB
1:24.840 1.25.913 1:26.100
83.05 82.01 81.83
MALLORY PARK
29:05:05 29:05:05 29:05:05
3 2 1
William Jenkins Gary Culver Stuart Anderson
308GTB 328GTB 250GTE/TRC
54.219 54.257 58.511
89.63 89.57 83.06
OULTON PARK (Island)
26:06:04 26:06:04 26:06:04
2 3 1
Nicky Paul Barron David Wild Stuart Anderson
328GTB 308GTB 250GTE/TRC
1:45.109 1:46.223 1:56.893
76.24 75.44 68.55
OULTON PARK (International)
12:08:06 24:04:05 24:04:05
3 2 1
Graham Reeder Gary Culver Steve Tandy
328GTB 328GTB 275GTB
2:02.116 2:03.446 2:09.109
79.36 78.50 75.06
SILVERSTONE National
15:06:06 15:06:06 15:06:06
3 1 2
Gary Culver Stuart Anderson Peter Everingham
328GTB 250GTE/TRC 328GTB
1:09.359 1:10.537 1:11.471
85.07 83.65 82.55
SNETTERTON
17:07:05 17:07:05 17:07:05
1 2 3
Oliver Bryant Gary Culver William Jenkins
365/GTB4/C 328GTB 308GTB
1:22.919 1:23.219 1:23.848
84.74 84.44 83.80
SPA FRANCORCHAMPS
2:10:05
3
Nicky Paul-Barron
328GTB
3:03.375
136.952*
(new bus stop)
2:10:05
2
Didier Benaroya
Mondial t Cab
3:23.555
123.375*
ZANDVOORT
18:06:05
2
Gary Culver
328GTB
2:05:.773
*123.292
18:06:05
3
John Pogson
328GTB
2:07.253
*121.859
19:06:05
1
Stuart Anderson
250GTE/TRC
2:14.485
*115.305
yellow = lap records broken 5 CompRes
DRIVER
blue = lap records established
TIPO
* = km/h
TIME 58.388 57.954 1:00.354
SPEED (mph) 75.60 76.16 73.14
RA’s HILLCOMMENT
Bouley Bay Breakdowns or car problems were many. Quite apart from the Skinners’ 308, Jon Goodwin’s Lusso expired soon after it left home in the capable hands of Gerry Walton, Richard Preece was plagued with wheel problems including a puncture whilst competing on the hill with his 308GT4. David Hathaway suffered gear selection with his 348 half way through the event, and this caused some embarrassment on the return ferry as reverse was no longer on the menu. Meanwhile Andrew Holman just got through the meeting before his clutch started
slipping. Mike Spicer was facing having to call a recovery truck to Weymouth as his 328’s rearranged bodywork meant the lighting facilities were very questionable. Miraculously Mike, assisted by some of his chums, managed to get the 328 fit for the return journey. Pauline and Jon drove their 328 all the way home in one hit from Weymouth until the thing petered out after midnight with a flat battery. The RAC chap who turned out got the car going again -they finally made it home around 4am! I had my own self- inflicted problems too. Just before arriving in St Helier for the ferry I brimmed my 355 with some low octane stuff, which at 75p a litre was not to be missed. On the boat, the 355 was parked on a steep slope and soon after sailing they called out the reg numbers of my car and Nick Frost’s 348GTC. We were
told that there was fuel under our cars and in consequence we would be off-loaded last. When we went down to the cars later there was no sign of petrol, and after all the other cars were gone they got out the fire hoses and played out a big drama – needless to say there were no fires or explosions! In Car Cameras were a fashionable Ferrari accessory at Bouley, with the Richard Preece 308GT4 carrying a very modern miniature “bullet” camera on the roof above the windscreen, whilst Andrew Holman had lashed a more conventional camcorder inside his 348 ahead of the rear window. This ensured you got an eyeful of Andrew struggling with the wheel as well as the view going up the hill. The thought of watching this stuff, even from the comfort of my armchair, is worrying! Photo: SwiftyPix
Bouley Bay reported in this issue was much more than just a hillclimb. Over twenty Ferraris rolled onto the quay at Poole on Good Friday. Besides the competitors’ cars there were quite a few Club members joining in this trip. Sadly we lost FOC Committee member Sue Skinner and her husband Paul: their 308GTS qv expired in a cloud of steam as it arrived for the ferry. Unfortunately we were already being loaded and could not offer assistance, whilst the overbooked ferry company was probably pleased to not allow their boiled up 308 on the boat. Sue and Paul eventually had to head home for Yorkshire once the car had been fixed. Meanwhile we got over to Jersey a few hours later for a great welcome from proprietor David Lord and his staff at The Highfield Country Hotel. Just as in previous years, they looked after us splendidly during our stay, and for an amazingly reasonable price. It really is a great shame the hotel is to be redeveloped for flats soon, which means that when we next return to Jersey we need to find another hotel.
Smooth operators. A busy team of Ferrari specialists under the direction of Dr Mike Spicer and Nurse Goodwin get to work on Richard Preece’s 308GT4 to rectify its wheel and tyre ailments.
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Prescott on May 5 & 6 has attracted no less than seventeen Ferraris – the largest ever Prescott Ferrari class. Nick Taylor (Mondial 3.4t) and Richard Prior (348ts) will fight it out for the class win, but the contest for the Championship big point scores will take in many others you may be sure, with Jon Goodwin, back in his 250GT Lusso, sure to feature. Notable is the return of Len Watson, over here from Australia for the season to do Pirelli Ferrari formula classic and some of the hills with a 308GTB. A full report on this meeting will be in the next issue. Ferrari 348 competizione – a nice car, but not easy to spell, which is why we call them 348GTCs. It was Nick Frost who started the fashion for this particular tipo some years ago. More recently Nick Taylor found a 348GTC to add to his collection and in the last few months, first Charles Haynes bought one, and now I have heard from Andrew Duncan who has also acquired a 348GTC. Interestingly, both he and Charles relinquished their F355s to do this. Even more interesting is that out of the seven RHD 348 competiziones registered in the UK, we now have four signed up for the PFHC. Best hill or Best circuit – I guess we all have our favourites and maybe this is influenced by how well we go there! Seems to me, from talking to fellow competitors, that of the hills Loton Park is considered the best to drive. Shelsley is probably the best meeting to be at, whilst Prescott has the best facilities. Of the circuits most people, think Brands GP about the best, with Oulton Park and Donington
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receiving honourable mentions. We are, of course, talking UK here as doubtless Spa and the Nordschleife beat the pants off anything we have to offer. Interestingly our non competing Club members seem to like the Silverstone GP circuit best. FOC Silverstone Track Day on April 23 proved very popular Nick Taylor, caught here in Jersey during a once again, and refuelling stop, lifted the biggest haul of silverware at the Club’s Prizegiving Lunch. there were plenty of PFHC runners out who lifted the biggest haul of there honing their skills. I went silver, including the Frank Bott out with new recruit Adrian Trophy for his 2006 Hillclimb Wilson in David Tomlin’s exChampionship win. Mineeff 328GTB. He showed both pace and commitment, and will Formula Classic opening soon be competitive on the hills. round at Snetterton on April 1 is Others spotted, besides Tomlin covered in this issue and even and Wilson, were Charles though the entry started sparse Haynes, Andrew Holman, Pauline and then suffered serious Goodwin, Richard Preece, Richard attrition over two races, there Prior, Nick Taylor and Peter was some good racing. Rogerson. Not all of these had Hillclimber Mike Spicer took his their cars with them but they first outright race win on the were still having a great time. second of these, and notably These Track Days are a great David Hathaway, still fairly new credit to our Club, and the very to the circuits, showed very high standard of organisation competitive pace in his 328GTB. ensures minimal incidents and More Great Stuff coming maximum safety. Noticeably, very soon. As well as Prescott, nowadays, there is a very high there is Harewood a week later, take up of the ARDS-trained the big National Meeting at Instructors, and this is making a Shelsley at the beginning of June, very worthwhile difference to the MIRA, and much more to take driving standards seen on these part in and then read about in Club Track Days. More Track Day these columns! dates to get in your diary are Snetterton: 15 May, Oulton Park: 19 June, Silverstone: 25 July, and Brands Hatch: 12 September. AGM & Prizegiving Lunch on April 22 was as popular as ever and we were able to applaud our trophy collectors in the hillclimb and race series. Overall winner was, of course, Gary Culver who collected the coveted Anthony Bamford Trophy for his consummate racing successes, but it was our man Nick Taylor
Photo: SwiftyPix
Bouley Bay next time around will be in 2009. Easter in 2008 is in March, and even with global warming I feel we would be pushing our luck with the weather – it has always been great so far on our visits to Jersey when Easter has been in April
Photo: Martin McGlone
PIRELLI FERRARI HILL CLIMB CHAMPIONSHIP: ROUND 2 BOULEY BAY HILLCLIMB: Monday 9th April 2007
The Battle of Bouley Bay 2007 HIS LOOKED LIKE being a really exciting meeting – Bouley Bay hillclimb, held on a closed public road winding tortuously back up from the shoreline, really tests competitors’ bravery besides their skill writes RICHARD ALLEN. Any mistakes can prove costly, with trees growing out of the side of the road, walls, rock faces and other immoveable objects not to be tangled with. Fortunately the sun always shines on Bouley Bay when the Ferraris
are in action there, and this year was no exception. Normally the competing cars are paddocked down on the harbour front, close by the hotel, pub and other handy amenities, whilst the drivers are able to loll around taking in the stunning blue seascape. This time the organisers, Jersey Motor Cycle and Light Car Club, had a problem, being unable to use the harbour key as paddock space. A serious fire last summer had burnt off all the surrounding vegetation, causing an unstable rock face likely to fall anytime.
The resulting loss of space meant the Ferraris were to be located at the top of the hill, and brought down to the front for each run. The view at the top was still great, and there were now some spectating opportunities for the competitors as the top part of the course was clearly visible from there. The largest Ferrari class yet seen at Bouley included no fewer than six previous Ferrari Hillclimb Championship winners. Regrettably we lost one of these as Jon Goodwin’s 250GT Lusso expired on the way to Poole with
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Photo: Martin McGlone
“Also impressive was Andrew Holman, now driving his handsome grigio 348tb with his usual extreme verve.”
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Two practice runs were allowed for the Ferrari class – the locals only getting one - and these passed off without incident. There was an exception: Mike Spicer, flushed from his success the previous weekend at Snetterton, had a particularly lurid first practice, starting with another attempt to demolish the famous ‘Spicer Shed’ on the outside of the first corner! Makes you wonder whether there is a
Photo: Martin McGlone
electrical problems. Jon still turned out to support wife Pauline, watch our men at work, and generally have a good time whilst he was about it. Last year’s Bouley winner, Nick Taylor, this time armed with his Formula Classic Mondial 3.4t, faced stiffer opposition, with Chris Butler (F355) and Nick Frost (348GTC) lined up against him, besides Richard Prior (348ts). Taylor was not unduly worried as neither Chris nor Nick had been here before. One thing in their favour, though, was the ability to get familiarised with the course, as being a public road it is open all the time. Over Saturday and Sunday many Ferraris were to be seen sneaking up and down the hill, and who can blame them. A very early sign-on at around 7.00am on Easter Monday was not too much of a problem with the Ferrari drivers staying at The Highfield Country Hotel, about a mile away. It seemed an unnecessarily early start with the practice runs not underway until nearly 10 o’clock. The problem is that the organisers have to work really hard in setting the event up, as they cannot do this the previous day like most hillclimbs, and clearing up afterwards too – the road has to be reopened to normal traffic by around 6.00pm.
large magnet inside; anyway he missed it by a whisker, and went on for one or two more near ones before crossing the finish line. Up at the front it was predictably Nick Taylor, on 51.18, topping out with a convincing lead over his pursuers. The other Nick - Frost that is - was amazingly fast on only his second run here at 52.07, and surprisingly ahead of Richard Prior at 52.31. John Marshall has always shown great form at Bouley with his 328GTB and on 52.54 was ahead of the F355s of Butler and Allen. Other notable practice performers were Pauline Goodwin’s 328GTB at 53.58 – hugely impressive and miles faster than she had been previously, and very close to Geoff Dark’s 308GTB. Also impressive was Andrew Holman, now driving his handsome grigio 348tb with his usual extreme verve, on 53.92. It was nice to see FOC Committee member Richard Preece taking his well presented 308GT4 up this daunting hill in a very creditable 56.49 on his first visit here. It was his birthday too, so he was very happy – temporarily as we shall see.
“Mike Spicer, flushed from his success the previous weekend at Snetterton, had a particularly lurid first practice, starting with another attempt to demolish the famous ‘Spicer Shed’ at the first corner.”
328 on 53.29, with Andrew Holman close behind on 53.38. On the second run Frost moved ahead of Prior, and Butler now headed Allen. Taylor, still with a class leading run in the bank, went slower. Meanwhile Mike Spicer, who must have been taking lessons from Peter Hayman, smote the bank on the exit from the top hairpin sufficiently to need reverse before continuing to the finish. Some damage to the front offside corner of the bodywork meant he would not take the remaining runs. Significantly, only about a third of a second separated the first five cars on the second official run. This battle for the class win was now inevitably going to be down to the final third run, and there was to be a very close finish indeed. Before recounting that, it is time to look at the rest of the Ferrari class. Back on his own tyres, Richard Preece clocked his best on the third at 57.20, strangely a little slower than his second practice. The suave Peter Rogerson, armed with his left hooker F355GTS, mostly improved steadily over his five runs with a best of 57.02, but could not catch Peter Hitchman
Photo: Martin McGlone
Back at the top of the hill, the Ferrari drivers had time to relax as there was a short lunch break before being called forward for the first of three official runs. No relaxation though for Richard Preece – he had punctured a front tyre and it was losing air at a prodigious rate. With some help from his friends he soon had the GT4 jacked up, and with spare wheels borrowed from Pauline’s 328, and Peter Hitchman’s Mondial he was soon back in business. Both these wheels had ancient Goodyears on them, and Richard wisely decided to have his own Pirelli PZero shod wheel repaired. A local man turned out to do this at vast expense, and Richard only had to do one run on the loaned cardboard tyres, which he found exciting enough. On the first of the afternoon official runs, Nick Taylor zoomed the Mondial 3.4t up in an impressive 50.90 – not bad, but some way short of Jon Goodwin’s record mark with the F355. Richard Prior was next on 51.45, with Frost and Allen tied at 51.90. Chris Butler, still being conservative with his F355, was next at 52.64. Of the smaller cars Geoff Dark, with 53.24, had now just got his 308 ahead of Marshall’s
Bouley Bay produced the closest result we have ever seen in the history of the Hillclimb Championship. Here is the eventual winner, Chris Butler, in his F355 berlinetta at Radio Corner.
(Mondial 3.4t) – his best was the first run of 55.94. David Hathaway (348GTS) looked set for a good contest with Holman, but it was not to be – he managed a first run time of 54.82, but then suffered gear selection problems on his second before having to withdraw from the third. Club Director John Swift, driving his handsome black metallic F355 with some circumspection and neatness, was on 54.59 on the second of the afternoon runs, closely matched with Pauline Goodwin until she finally got near to her stunning practice time with 53.89. Andrew Holman was comfortably in here with a string of fifty three second runs, and a best of 53.38. Geoff Dark meanwhile had been unable to improve on his first time out when he clocked 53.24. He had been a second faster in 2006, and this time had to give up position to John Marshall – first of the smaller tipos with an excellent 52.66. Up at the top of the time sheet the first five were again running close, but the sensation was provided by Chris Butler, pulling a blinding final run out of the bag with his F355 at 50.86, to just snatch the class win from Nick Taylor, who despite really trying went slower. Another amazing final run too came from Richard Prior - he wrung the last drop out of his 348ts for his best time here yet, stopping the clock on 50.91 (you will recall Nick had previously posted 50.90). Just five hundredths of a second separated the first three places! It was easily the closest result we have ever seen. Nick Frost and Richard Allen were not far behind too, so this was a really exciting competition, and it was a delighted Richard Prior who scooped the much prized twenty Championship points as a just reward for such effort beyond the call of duty.
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BOULEY BAY HILLCLIMB 9 APRIL 2007 Pirelli Ferrari Hillclimb Championship – Round 2 Scr
Driver
Tipo
P1
P2
Run 1
Run 2
Run 3
PEP
52.67
H/ cap 50.75
H/ Cpos
Pts
+2.25
PEP time 52.00
1
Chris Butler
F355
53.64
52.64
51.63
50.86
2
15
2
Nick Taylor
Mondial t
52.46
51.18
50.50
50.90
51.71
51.20
+1.00
51.41
5
17
3
Richard Prior
348ts
53.19
52.31
51.00
51.45
51.65
50.91
0.00
50.91
1
20
4
Nick Frost
348GTC
54.13
52.07
51.00
51.90
51.36
51.71
+1.50
52.13
3
13
5
Richard Allen
F355
53.44
53.07
51.00
51.90
51.74
51.63
+2.25
52.79
7
11
6
John Marshall
328GTB
54.52
52.54
52.00
53.29
52.66
53.27
+0.50
52.92
8
10
7
Geoff Dark
308GTB
54.77
53.28
52.00
53.24
54.06
53.43
-1.00
52.71
12
12
8
Andrew Holman
348tb
56.25
53.92
53.00
53.38
53.99
53.70
0.00
53.38
4
9
9
Pauline Goodwin
328GTB
54.82
53.58
53.00
54.21
55.05
53.89
-0.50
53.62
10
8
10
John Swift
F355
55.72
56.66
54.00
55.37
54.59
54.94
+2.25
55.82
6
6
11
David Hathaway
348ts
55.02
55.29
54.00
54.82
61.68
NS
0.00
54.82
9
7
12
Peter Hitchman
Mondial t
57.54
56.52
55.00
55.94
56.50
56.46
0.00
55.94
11
5
13
Peter Rogerson
F355 GTS
58.18
57.54
55.50
57.59
57.02
56.74
+2.25
58.02
13
3
14
Richard Preece
308GT4
58.97
56.49
55.50
59.97
57.37
57.20
-2.00
56.06
14
4
15
Mike Spicer
328GTB
66.29
54.35
52.75
65.80
NS
NS
+0.50
66.13
15
2
FOC Handicap
1st Nick Frost
2nd Andrew Holman
3rd John Swift
Points after Round 2 Richard Prior
37
Nick Frost
13
Peter Wilson
6
Chris Butler
35
Richard Allen
11
Jeffrey Cooper
5
Geoff Dark
25
John Day
11
Peter Hitchman
5
Andrew Holman
18
John Marshall
10
Charles Haynes
4
Nick Taylor
17
Pauline Goodwin
8
Richard Preece
4
David Hathaway
17
Barrie Wood
8
Tracey Haynes
3
David Tomlin
15
Charlie White
7
Peter Rogerson
3
Mike Spicer
14
John Swift
6
11 CompRes
How to drive . . . MALLORY PARK With the Pirelli Ferrari formula classic appearance at Mallory’s 51st Anniversary Meeting only days away, we are offering some hints and tips on how best to drive this circuit. This is an abbreviated version of the article written by MARK HALES which was recently published in Circuit Driver magazine.
GERARDS It is easy to accuse Mallory Park of simplicity, but Gerards, the first corner after the pits, is a real challenge. There aren’t that many great corners left in the UK and for some single-seaters the 190degree sweep can be taken flat-out – and without braking at the end of the straight – but only if the set-up is right. Gerards is really two corners and as with any long bend, the best line is not always the obvious one and depends on several things. For cars that have enough front end grip there is less need to open out the entry, so a shorter route round to is preferable and these cars will tend to start more in the middle of the track and keep in tighter.
This inevitably means the outside of the road is used less and becomes a receptacle for the bits of rubber and dust, so more powerful cars that need to make use of this part will suffer because a dirty track offers less grip, but it’s still probably necessary to go there. There’s also a bump to the left on the way in, which if you have to brake, tends to upset the car. Trying to miss this only tightens the entry and makes the inevitable mid-corner understeer even worse. You have to try it on the day to see what suits your car, but best compromise (and the sensible place to start your investigation) is usually to enter about threequarters of the way to the left, then gradually pull the car over to the right to make a first apex about a quarter of the way round. Then
CompRes 12
gently hold it towards to right-hand verge for a few car lengths, accepting the fact that the nose will wash out to the left – but don’t let it go any more than the middle of the road. Be patient and keep looking as far round the corner as possible, aiming for an apex in the second part that you can’t yet see. You’ll feel the grip come back when the car begins to oversteer as the road begins to fall away to the left – and this will usually happen just before you see the road tightening to the right for the last part of the turn. You’ll need a couple of attempts to find exactly where this all affects your car, and you’ll also have to make yourself comfortable being on the power and aiming for an apex that you can’t see. Once you have put all the pieces in place with a few laps of practice, you’ll find that the apex hoves into view when you’re already hard on the gas, followed by the sight of the exit and the last 10degrees of the turn. Your car should then be nicely twitching its way across the middle of the road, edging gently left to run along the sonic kerb on the exit. The temptation is to apex too early for the second half and then have to lift because the last 10 degrees that you can’t see has arrived in the wrong place and you’re running out of road. If you have been patient and stayed wide for a touch longer you will find you can keep your foot in it all the way to the exit and beyond – although the car will probably be bumping and yawing about, you won’t have to back off.
LAKE ESSES Remember, this is two corners and again the second one is more important as it governs your speed up the hill to the hairpin. There’s a lot of time to be made here because it’s easy to fool yourself into thinking that’s as fast as you can go, so you stop trying. That said, don’t brake too late at the end of the straight but do carry as much speed as the front end will allow and aim towards a first apex a little way past the halfway point, just as the road opens
13 CompRes
out to the right for the paddock entry. Before you reach that apex you should already be looking up the hill – remember to be on the power and drive as straight a line as you can through the second turn – running over the sonic kerb on the left as it juts into your path. The usual mistake is to turn too early or too fast for the first part. Either will ensure you make the second part tighter than it should be so that you’re not accelerating as early as you should up the hill.
SHAW’S HAIRPIN Shaw’s Hairpin is the scene of many an incident. People outbrake themselves, hit someone up the back because they were watching the car not the corner, or spin off on the exit because they hit the power too early. Again the ideal line depends on the available grip and whether you are racing someone. I remember a Clubman’s driver who had a technique for pole-grabbing that involved a slow and deliberate entry, staying way over to the left towards the grass, then running all the way round the outside accelerating progressively. He couldn’t use it in the race because he’d lose too much time with the leisurely entry and it only worked because a Clubman’s Mallock could take the Devil’s Elbow that follows flat-out. Anything gained on the run there was a bonus What you need is a combination of all of this. Provided no one is trying to barge past, stay wide and aim for an apex about twothirds of the way round, then accelerate smoothly without exceeding the available grip. Remember that a snit too late on the brakes will push you wide on the entry and make you wait to get on the power; a snit too early and you’ll be running wide or winding on opposite lock as you bounce over the cow pats on the exit left. Great for entertaining the spectators but not the quick way.
DEVIL’S ELBOW Not actually difficult but needs care because it turns across an incline that makes for a falling camber towards an exit which is blind. As with all the others much depends on your car, but if you find it’s easy flat, you should still make sure you wait long enough before turning, to guard against running out of road as you approach the control tower at the bottom. Most things can make it with a slight lift, but the road rises just round the apex, then falls; the car goes light then immediately tries to fall over its own back end as you come down the hill. Realising that the road is running out and you are understeering (or oversteering) towards an edge that has only just come into sight is enough to spoil your lap, if not your whole day. Added to which, if your car is going to run out of rear suspension travel anywhere at Mallory, it will be here where the roll from the cornering is suddenly multiplied as the camber of the road flattens out. A big tank-slapper is not what you want either, although there is now a little more run-off area and a gravel trap here in front of the swanky new pits building, but not that much. Many years ago one Imp driver’s accident started here and ended when the resultant cartwheel hit the middle span of the
bridge by the pits. If the car is working reasonably well though, and if you wait before turning to leave yourself room at the bottom, the Elbow is no real problem. However, it’s usually worth short-shifting into the next gear up just before you turn rather than risk running out of revs, or trying to change just when the car is light over the crest.
Rounds 1 & 2: SNETTERTON Sunday 1st April 2007
HE 2007 SEASON of Pirelli Ferrari formula classic racing sprang into life on April Fools Day, Sunday 1st April, at Snetterton writes JOHN SWIFT. It was a comparatively early start to our programme of twelve events and many registered competitors claimed to be not yet ready even though the neck-end of half a year had elapsed since the last race of 2006. A meagre entry of only thirteen cars might be blamed on the introduction by the MSA of obligatory roll-over protection systems (ROPS) to be fitted to all the PFfc cars, a requirement that hadn’t applied previously. One of the recommended specialist suppliers has been a bit tardy in fitting out the first Ferrari sent to them and one can only hope that everyone who is keen to race this year has by now sorted out his ROPS.
with a chronic misfire. His preparer, V12 specialist Terry Hoyle, checked for every possible cause of the malady but all his efforts failed to find a remedy. Didier Benroya also withdrew his Photo: Simon Cooke
T
Our 13-car entry was reduced after Chris Rea was obliged to withdraw. Chris tested his newly-acquired 308GT4 on the previous day and pounded round the circuit for lap after lap
Marco Pullen put his re-liveried Mondial t on pole for the first race.
CompRes 14
Photo: Simon Cooke
The start of Race 1, with a rapid launching Graham Reeder (328GTB) taking the initiative from Marco Pullen, Mike Spicer and Simon Bartholomew. The eventual winner, William Jenkins (car 38), is languishing mid-field after flat spotting his tyres in qualifying.
15 CompRes
interesting. The weather on race day was dry and bright, with a brisk headwind reducing speeds down the long Revett straight. The sun shone continually all day and a
for the Club’s sister series, the Pirelli Ferrari Open, the day was substantially a Ferrari fête. In order to take care of hospitality for competitors and their guests we arranged for Jim Photo: Simon Cooke
Mondial t cabriolet when his Paris -based mechanic failed to ready the car in time. So now we were eleven. Also absent was any representative of the Gp1 section, the V12s seemingly remaining in hiding until the tracks are well and truly aired. On a brighter note, most of the remaining Ferraris looked to be in good order. It was nice to see John Marshall back on the circuits. John tells us that despite being a bit of a hillclimb specialist he wants to have a serious crack at the circuits this season. His 328GTB, always immaculately turned out, had been for some pre-season fettling by Damax, who this year are running Ascari as their marque of choice in FIA and British GT championships. Marco Pullen’s Mondial t has emerged from winter prep with a new livery scheme, looking very purposeful in black with a yellow streak down its middle. The Moseleys, father Peter and son Richard, had intended to do one race each but sadly Richard was unwell, having eaten something dodgy the evening before. He stoically supported his father throughout the day in spite of looking pale and, unlike some young film starlets, not all that
There was a race-long wheel to wheel duel between Richard Allen (328GTB) and Sam Whitman (308GTB). This is how they finished.
liberal coating of factor 20 should have been de rigueur for those with sensitive skin. The format for the PFfc was two 15-minute qualifiers in the morning – one for each race – and two 20-minute races in the afternoon. With the same menu
and Janet Race to weave their usual magic with the catering. A sturdy 6m x 6m marquee had been hired and securely anchored to the grassed area at the back of the paddock (Jim remembering well the occasion a year or two back when his more lightly
Photo: Simon Cooke
reporting for duty. Immediately it was noticed that Graham Reeder’s 328GTB was emitting clouds of smoke as it exited Russell chicane, whilst Mike Spicer’s similar car was also demonstrating destroyer-like characteristics when ships try to This is the only view that other Gp2 drivers had of Bartholomew’s class winning 328GTB. hide from the enemy and ‘make smoke’. 328s are wet sumped Claiming row 2 positions and perhaps the drivers were Mike Spicer and Simon concerned had filled their engines Bartholomew, last year’s Gp2 champion. William Jenkins, another strong contender this season, was languishing down in 7th position due to that tyre problem. There was an hour and a half’s interval before PFfc were back on the track for Q2. David Hathaway was hampered by gear selection problems, his 328 occasionally jumping out of 4th gear. As a result he spent some time on the grass rather than the tarmac. Jenkins’s 308 had clearly benefited from the new Pirelli rubber, and was over two seconds quicker than he had been in Q2. However, William had a nagging concern that he had damaged the rear roll bar when he pirouetted in the earlier William Jenkins takes the chequered flag in Race 1. session. Although Pullen had gone advantage, particularly when the a little too generously. almost as fast as before, this weather is inclement – which William Jenkins’s session time both Reeder and Spicer had happily was not the case at ended prematurely when he upped their game and captured Snetterton. locked all four wheels on his the front row of the grid for Race It was going to be a busy 308GTB and flat spotted the 2. day for most drivers, with tyres. Fortunately the ever After picnicking in the busy something like an hour and a helpful Peter Hopkinson and his Ferrari marquee, the Classic quarter’s hard track time in bright yellow Pirelli truck were on Ferrari drivers assembled for R1, prospect or, put another way, hand to supply fresh tyres for the the third race of the afternoon. some 100 miles of flat-out rest of the day. The track was in excellent shape driving. When the time sheets were and we looked forward to a close Following scrutineering and issued it was Marco Pullen’s name race despite the sparcity of all the other preambles, the cars at the top of the list – the first numbers. formed up in the collecting area time he has made pole position. When the lights went out, for Q1, after first being checked Significantly he was a full half Reeder took an immediate lead for noise levels by the MSA second quicker than race from Spicer and a fast starting tester. Everyone passed and the favourite Graham Reeder. It Bartholomew. Pole position man session started promptly at augers well for Marco’s 2007 Pullen made a dreadful getaway 9.45am with all eleven cars season. and was in 5th spot just behind
CompRes 16
Photo: Simon Cooke
constructed tentage blew away after being buffeted by the winds at this open track). We had labelled the hospitality ‘April Fools Picnic’ and charged just a tenner a head – well below the cost price of the food and the marquee hire. However, just like Tesco might say, every little helps, and it undoubtedly gets things off to a flying start. Your scribe is a firm believer in getting everyone together at the circuits – no snooty exclusive dining in motor homes for PFfc drivers! All the Ferraris were favoured by being allocated garages. This is always a big
to clinch the deal on the experienced RA. Also having a severe test was your scribe, who had a rejuvenated David Hathaway large in his mirrors. With three laps to go the flying Jenkins took the lead from Reeder, the latter experiencing some balance problems in the braking department. In third, Spicer was sticking in there, the three leaders rarely more than a couple of seconds apart. At the flag, the jubilant William Jenkins was 2.3 seconds ahead of Reeder, with Spicer collecting third place, a further 0.6 seconds in arrears. Bartholomew, in overall 4th position took the Gp2 laurels from a fast finishing Allen, some four seconds adrift. Swift cruised into 7th , somewhat relieved that Hathaway’s challenged had faded on the last lap as that recalcitrant gear shift problem on his rival’s 328 caused more difficulties. Photo: Simon Cooke
Photo: Simon Cooke
retrieved his position from Pullen and was now into third with the bit firmly between his teeth. Behind, Bartholomew had lost his Gp2 lead in a stirring battle with Pullen’s Mondial. A lap later it was all over for Marco Pullen. His Peter Moseley (308GTB) had a busier day than he gear lever snapped planned after his son, Richard, was taken ill. in the gate and he was stranded out Jenkins. on the circuit with no method of At the end of lap 1, Reeder swapping cogs. It was a sad end led Spicer by less than a car’s to what had started as a potential length with Bartholomew, after a winning day after his sensational little gap, leading the Gp2 battle. qualifying performance. A lap later Pullen had passed Further down the order, Jenkins to move into 4th while Whitman had caught Allen and Whitman had moved ahead of was having a wheel to wheel Swift to make a bid on Allen, in struggle with the bigger engined sixth spot. 328. Whatever Sam did, By lap 5, Jenkins had however, he was never quite able
Maiden win. Mike Spicer brought his 328GTB home in 1st place in the fraught second race to score his first ever victory.
17 CompRes
Photo: Simon Cooke
Photo: Simon Cooke
John Marshall and Peter Moseley took the final positions after each had had a fairly quiet race. Fastest laps were recorded by the winner, William Jenkins, in 1:23.329 while Simon Bartholomew’s white 328GTB was the fastest of the Gp2 cars in 1:25.642. The second Classic contest was the final race of the day. It started around ten minutes earlier than programmed and featured only ten Ferraris, Pullen’s Mondial being loaded up for home as its broken gearlever could not be repaired. Graham Reeder led the field round and slotted into the pole position slot on the grid, with Spicer alongside. In row 2, on the left-hand side, was Jenkins with an empty space to his right where the absent Pullen should have been. Row 3 consisted of Bartholomew and Gp2 rival, Allen. The start was a clean one and the leaders blasted into Riches, the first corner. And then it all went pear shaped. As this report is written the exact
Jack Sears presents Mike Spicer
sequence of events is unclear and is the subject of the usual enquiry when cars are damaged. However, in the words of the commentator: “The leaders were going two abreast or even three abreast into Riches, and it looked like disaster written all over it.”
The bare facts were that Reeder went over the kerb at the apex as he attempted to avoid a collision, spun sideways, and in the melee Jenkins was collected amidships by the unfortunate Hathaway. “Spicer is the escapee,” shouted the commentator, “and looks like he will go on to win the race.” Hathaway, his 328GTB severely damaged at the front, trickled round the next corner, Sear, and pulled off onto the grass to retire. A totally cheesed off Reeder, now finding Race 2 podium: Mike Spicer, himself dead last, decided William Jenkins and Simon Bartholomew receive their laurels. to abandon what he now felt would be a pointless contest and slowly motored back what looked like a secure third to the pits. The other driver place with his Race 1 rival, directly involved, Jenkins, Whitman, some distance back decided to press on despite the this time. However, perhaps he extensive damage to his leftrelaxed a little too much and hand door. suddenly the always threatening So, at the end of lap 1, Sam started to close. Spicer came round with a At lap 8, Jenkins passed the substantial pair of them to take third spot lead from and, a lap later, took his Bartholomew, disfigured 308 into second, ahead with Allen and of Bartholomew. Whitman And that is how this squabbling unsatisfactory race concluded. over third. Mike Spicer had taken a maiden Behind these victory and Simon Bartholomew three, Swift led had achieved a double whammy Marshall and a by taking his second Gp2 victory determined of the afternoon. Richard Allen Jenkins woke up to fend off Whitman, but followed, after only by the slenderest margins of another pause, 0.7 seconds. by Moseley. William Jenkins was again The the fastest of the Gp3 Ferraris, in main interest a slightly slower time of 1:24.312 from then on while Bartholomew turned the was the quickest Gp2 lap in 1:26.196. progress of Following a brief spell in parc Jenkins as he fermé all the competitors with his trophy. scythed assembled in the Ferrari marquee through the field in his efforts to where the genial Jack Sears get back to the front. There was presented the handsome no fear that he would make it to Maranello Concessionaires the front unless Spicer trophies for both races. encountered a problem but he had his sights set on a podium finish. By mid-race, Allen was in
CompRes 18
ROUND 1 SNETTERTON 1 April 2007 Pos
No
Driver
Tipo
Group
Laps
Time
Best Lap
Qualify
Pos
1
38 William Jenkins
308GTB
3
14
20:00.189
1:23.329
1:27.012
7
2
23 Graham Reeder
328GTB
3
14
20:02.412
1:24.385
1:24.828
2
328GTB
3
14
20:03.077
1:24.362
1:25.319
3
3
8 Mike Spicer
4
37 Simon Bartholomew
328GTB
2
14
20:28.840
1:25.642
1:25.766
4
5
45 Richard Allen
328GTB
2
14
20:32.386
1:26.841
1:26.849
6
6
10 Sam Whitman
308GTB
3
14
20:33.370
1:26.147
1:26.474
5
7
11 John Swift
308GTB
3
14
20:55.224
1:27.838
1:28.516
9
8
19 David Hathaway
328GTB
2
14
20:59.802
1:27.611
1:27.773
8
9
3 John Marshall
328GTB
3
14
21:30.982
1:30.192
1:29.442
10
10
15 Peter Moseley
308GTB
3
13
20:23.033
1:31.549
1:31.358
11
DNF
13 Marco Pullen
Mondial t
2
5
7:18.602
1:24.869
1:24.332
1
Fastest Laps:
William Jenkins
Group 3
1:23.329 (84.469mph)
Simon Bartholomew
Group 2
1:25.642 (82.188mph)
ROUND 2 SNETTERTON 1 April 2007 Pos 1
No
Driver
8 Mike Spicer
Tipo
Group
Laps
Time
Best Lap
Qualify
Pos
328GTB
3
14
20:09.499
1:24.857
1:24.299
2
2
38 William Jenkins
308GTB
3
14
20:16.232
1:24.312
1:24.851
4
3
37 Simon Bartholomew
328GTB
2
14
20:25.904
1:26.196
1:25.235
5
4
45 Richard Allen
328GTB
2
14
20:30.356
1:26.310
1:25.656
6
5
10 Sam Whitman
308GTB
3
14
20:31.044
1:26.435
1:25.736
7
6
11 John Swift
308GTB
3
14
20:41.584
1:26.984
1:27.273
9
7
3 John Marshall
328GTB
3
14
21:31.217
1:30.714
1:28.664
10
8
15 Peter Moseley
308GTB
3
13
20:22.517
1:31.423
1:30.348
11
DNF
23 Graham Reeder
328GTB
3
0
2.013
1:24.032
1
DNF
19 David Hathaway
328GTB
2
0
3.201
1:26.864
8
13 Marco Pullen
Mondial t
2
1:24.487
3
NS
Fastest Laps:
19 CompRes
William Jenkins
Group 3
1:24.312 (83.484mph)
Simon Bartholomew
Group 2
1:26.196 (81.659mph)
My Motor Sport This is the first in a series where we ask well-known Ferrari drivers what makes them tick when it comes to taking part in competition. Richard is, of course, the Club’s Events director and in his extensive career he has sampled all manner of cars in a wide variety of events. Here is what he told us. Earliest motor racing memory: Listening on the radio in the late forties – names such as Baron de Graffenried and Prince Bira spring to mind. Most memorable motor racing moment: Seem to be so many, but I guess Gilles Villeneuve and Rene Arnoux at Dijon in 1979. That was Motor Racing! First car: Ford Prefect – the perpendicular sort Best personal racing moment: Winning the saloon car race at The George Catt Memorial meeting at Snetterton in 1962. Worst personal racing moment: I had a very bad accident at Mallory Park in 1962, and the race had to be stopped. A scaffold pole went right through the car – fortunately on the passenger side.
pretty good too. Who were your motor racing heroes: Firstly it was Prince Bira, then Mike Hawthorn. From the mid sixties I missed a lot of motor racing for nearly 20years. After that it was Niki Lauda and of course Michael Schumacher. What change(s) would you like to see in motor racing/ hillclimbing: Less commercialism in club circuit racing, and a new longer UK hillclimb venue, preferably on a closed public road – all wishful thinking! What do you enjoy most from being a competitor within the FOC: Easy this one – the camaraderie, and I really enjoy meeting all my pals, especially where there is some wining and dining too!
Favourite circuit:
And like least from being a competitor within the FOC:
Donington Park – only because it is the one place I am competitive nowadays!
Nothing really, apart from my aforementioned pals beating me!
Favourite hillclimb venue: Loton Park, but Bouley Bay is
these, so I am not going to make one up. Personal favourite competition car: A 250SWB like the one driven in the Shell Historic by Belgian Vincent Gaye. It probably is a little in excess of the regs, but is stunning to watch as he really knows how to drive the thing. Which do you enjoy the most – hillclimbs or circuits: Another tricky one. Even though I am uncompetitive nowadays I much prefer going to the hillclimbs as the venues are often wonderful, and there is next to no prep required. Once you are zooming round, though, the circuits are great and you do get in vastly more track time. Guess I had better be neutral here or Swifty will get his own back! Current Ferrari(s) owned: 328GTB, F355, 575M, Nembo Spider.
Sporting motto: I do not seem to have one of
CompRes 20
Photo: Simon Cooke
Rounds 1 & 2 SNETTERTON SUNDAY 1st April 2007
SNETTERTON OPEN – AND
There is a saying that ‘nothing succeeds like success’. However, the antithesis is also true, particularly when we relate it to motor racing. A field of eight cars, no matter how prestigious the marque, is simply not viable. When you consider
BRIGHT AND BREEZY Snetterton was the venue for the opening rounds of the 2007 Pirelli Ferrari Open series reports JOHN SWIFT. The race meeting featured Ferraris in a big way, with the Open cars making four appearances in all, with two 15minute qualifiers and two 20minute races. As most people know, the Club has increased the number of Open races this year, and has also included some top circuits in the programme in order to make the series more attractive. One might, therefore, have expected that the majority of registered competitors would have turned out for this season opener, particularly as it was substantially an all-Ferrari occasion, with tiptop hospitality as an add-on bonus. The sensation of qualifying was undoubtedly Marco Pullen, who put his Sadly it didn’t turn out that ex-Ciardiello 328GTB firmly on pole after an heroic lap. Sadly the engine way, with only nine cars – split let go at the end of Q2, as can be seen by the ominous pall of smoke.
21 CompRes
Photo: Simon Cooke
between six Challenge cars and three ‘S’ Class Ferraris – listed in the programme. This was reduced to eight after Mike Reeder failed to make it due to some mix-up in getting his car’s dampers back home after overhaul.
Photo: Simon Cooke
Life with Marrs. Newcomer Wayne Marrs made an impressive debut in his ‘Fresh N Fruity’ F355 Challenge car—a name which commentators are sure to conjure with.
a full season this year in his F355/Ch. David’s car had unfortunately caught fire in testing the previous day; a shroud around one of the driveshafts is uncomfortably close to the engine’s hottest bits and due to the misplacement of a heat shield the rubber boot ignited.
Photo: Simon Cooke
that the Club is charged for the shortfall in entry fees based on a field of 20, it will be obvious that it is unsustainable. The message is clear: if we want this series to continue there must be much more support from competitors. After this stark bit of realism, let’s see how those who did come to Norfolk, to this April Fools Ferrari party, got on. We welcomed two new drivers to the series. Edward Bourn served a motor racing apprenticeship in Ford Sierra Cosworth RS, with which he had great success. This season he has equipped himself with a beautifully turned-out F355 Challenge (the ex-Robert Carrington car). Edward also has an impressive collection of singleseaters, although they are all farm tractors! Equally well presented is the similar Challenge car of Wayne Marrs. Wayne is totally new to motor racing but is taking the idea both seriously and sensibly. His car is the ex-Keith Sprules machine that spent most of its recent life racing round Castle Combe. Its livery incorporates Wayne’s company’s name ‘Fresh N Fruity’, which is a godsend for commentators searching for something to talk about. Belgium domiciled David Edge has occasionally raced with us in the past but is planning on
rebuild of its power unit should restore the car’s prodigious performance. Tristan Simpson’s ex-David Barker 328GTB is known to be a flyer when on song, and again the car was dogged last year by some irritating problems which Tris hoped had now been cured. New kid on the Open block is Marco Pullen, who has acquired the ex-Paul Ciardiello 328GTB that, in its heyday, was arguably the quickest of its tipo that we have ever seen. Although blindingly fast it also gained an unenviable reputation for being brittle – a bit like a temperamental racehorse. Shaun Powell, who looked after the car in Ciardiello’s day, is now with QV London and one can assume that if anyone can make this car a success, he can. Young Marco is bubbling with enthusiasm and we wish him good fortune with this potential race winner. Promptly at 9 o’clock the Open cars emerged from the collecting area for the first qualifying session of the morning.
Oops! Tris Simpson takes to the grass at the start of Race 1.
The other Class ‘C’ contenders: Mark I’Anson and Tim Mogridge, were regular Open competitors in 2006. It was good to see Alan Cosby back in action in his big F512M. Last season Alan’s car suffered more than its fair share of mechanical problems, principally due to non-heat treated valves being installed in its flat-12 engine. A recent
We thought Cosby’s Kent Brush 512 sounded a bit flat by comparison with its usual spinetingling scream, although Alan didn’t seemed too concerned. The Simpson 328GTB was hampered by clutch problems which he probably thought had been resolved last year. All the Challenge cars seemed to be behaving themselves, of which the quickest, by a blink of an eye,
CompRes 22
23 CompRes
Photo: Simon Cooke
was that of I’Anson a replacement. (1:19.293), who outpaced There was a moment of newcomer Bourn by less pantomime when the 512 was than 0.1 of a second. pushed out onto the circuit by However, the sensation a small army of helpers and of Q1 was Marco Pullen, vain attempts were made to who blasted into pole get the engine to fire. It position by an incredible steadfastly refused to oblige, four – repeat four – whole the marshals didn’t approve seconds. His time of of the car being stationary on 1:15.354 was an heroic lap the track, and it was by any standard and it is ignominiously pushed back worth looking back in the into the collection area again. Snetterton annals to assess So, with Pullen’s bright just how significant the time yellow 328GTB hors de is. combat we had the The circuit lap record demoralising sight of just six for the Open series is cars on the grid. 1:19.357, set by Mark Unlike PFfc, the 2007 Open I’Anson in his F355/Ch last series again employs a rolling year (the ‘S’ Class record is start behind a pace car. John Taylor’s 1:20.145). Although your reporter The podium for Race 1: Mark I’Anson takes The fastest lap achieved by considers there is some merit the winner’s garland and trophy flanked by second placed Tim Mogridge (left) the car’s previous owner at on safety grounds for this and Edward Bourn. Snetterton was in procedure, there is no doubt September 1996, when Paul that it gives the cars recorded 1:18.54. If we look at non-functioning clutch and Cosby transmissions and clutches an the final season of PMFC, in visited the pits to report easier time, a benefit that some 2005, both Snett races were won transmission problems. of the drivers in this race must by Gary Culver in his far more Following lunch at the Ferrari have been very grateful for. modern and bigger engined 360 marquee, the first of the Open When planning the event Challenge car, with a best lap, in races was called up at 1 o’clock. with race organisers BRSCC, I the second race, of 1:13.779. With the cars in the collecting thought it would be fun if we had So Marco demonstrated two area Cosby’s 512 defied all a Ferrari driver, who was not things very clearly: 1 - the attempts to start the engine. A otherwise engaged, at the 328GTB is still breathtakingly flat battery was the culprit but controls of the pace car at this quick and 2 - he has the ability to there was insufficient time to find meeting. However, none of those wring the best out of it, at least in qualifying. The second Open qualifying session was a couple of hours later. Again Pullen headed the time sheets – not quite as devastatingly as before but still in a respectable 1:16.347. Sadly he pulled into the pits before the end with smoke billowing from the car’s engine. It looked like a collapsed piston, dropped valve, or some equally disastrous failure and Marco’s day was over. Most of the Challenge runners were significantly quicker than in Q1, perhaps due to an increase in track temperature. This time it was Edward Bourn who called the tune, in an impressive 1:17.292 This is usefully close to Ted Reddick’s PMFC Class ‘C’ lap record of Alan Cosby had mixed fortune with his Kent Brushes F512M. A flat battery caused his non-appearance in R1 and, after setting a new Class 1:16.435 set four years ago. ‘S’ lap record, transmission problems led to his retirement in R2. Simpson complained of a
Photo: Simon Cooke
Tris Simpson takes plenty of kerb in his 328GTB.
Mogridge was holding on to I’Anson in valiant fashion although his efforts were thwarted by having to hold in 3rd
gear. Bourn was going great guns but try as he might, particularly round the fast Coram Curve, he was unable to get past Photo: Simon Cooke
I contacted seemed to be all that interested so it’s not an idea we shall repeat. When the cars were released and the lights went out on the gantry, it was I’Anson, the inheritor of pole position in Pullen’s absence, who powered into Riches corner alongside Mogridge and Simpson. However Simpson, no doubt to his lasting embarrassment, got too excited and spun, rejoining dead last. The race then settled into a pattern of close racing, with I’Anson leading Mogridge and Bourn and with very little daylight between them. Wayne Marrs slotted into 4th, some distance behind, followed by Edge and Simpson – the latter playing catch-up despite having no clutch.
A star is Bourn. Edward Bourn made a stunning start to the season, setting a new lap record in the first race and then winning the second race comprehensively.
CompRes 24
Photo: Simon Cooke
the leading duo. At the end, less than two seconds separated the leading three, with Mark I’Anson taking the flag in front of Mogridge and Bourn. Simpson, in fifth, was the only ‘S’ Class finisher. Edward Bourn had the satisfaction of setting the fastest lap, in 1:17.992, which broke the existing Class ‘C’ lap record. For Race 2, with the aid of a fresh battery Cosby managed to get his F512 to burst into life, which meant that we had a 17% increase in grid size – to just seven cars. This time Bourn, who was clearly fed up with following cars at close quarters without being able to pass, stamped his authority on proceedings right from the start. He stormed into the lead at the first corner and from there on never looked like losing it. Behind, Cosby tried to make up for his earlier disappointment and moved into second, followed by I’Anson, Marrs and Mogridge in close order. The clutchless Simpson bravely soldiered on but was unable to do anything competitive other than to hold off Edge in the last of the Challenge cars.
On lap 5 Cosby relinquished second place to I’Anson and then disappeared altogether two laps later when he heard an ominous clonk in the transmission. About this time Simpson pulled into the pitlane to give up the pointless Hot soup was the order of the day, served by the struggle while, Masterchef himself, Jim Race. with two laps to go, Mogridge also decided to call it a the smallest number of finishers day with his duff gearbox. your scribe can ever remember in Edward Bourn, who had twenty-two years of Ferrari dominated the race in splendid competition. fashion, took his first victory of Let us just hope that things the season some 10 seconds get better from now on because ahead of Mark I’Anson and a despite the chronic shortage of delighted Wayne Marrs. This cars, the racing is really close time it was I’Anson who posted and exciting. And a final the fastest lap, in 1:18.213, while thought: if one were giving the unlucky Cosby, just before he advice to the ‘S’ Class retired the big 512, set a new competitors, it might be to pay Class ‘S’ lap record for the circuit more attention, just like some in 1:19.028. schoolboys, to their prep! With just four cars completing the distance it was
PIRELLI FERRARI OPEN – Round 1 SNETTERTON 1 April 2007 Pos
No
Driver
Tipo
Class
Laps
Time
Best Lap
Qualify
Pos
1
30 Mark I’Anson
F355/Ch
C
16
21:09.518
1:18.267
1:19.293
2
2
70 Tim Mogridge
F355/Ch
C
16
21:10.360
1:18.291
1:19.759
5
3
6 Edward Bourn
F355/Ch
C
16
21:11.145
1:17.992
1:19.372
3
4
60 Wayne Marrs
F355/Ch
C
16
21:50.551
1:20.136
1:20.109
6
5
46 Tris Simpson
328GTB
S
16
21:16.511
1:22.489
1:21.164
7
6
85 David Edge
F355/Ch
C
15
21:30.521
1:24.252
1:27.291
8
NS
2 Alan Cosby
F512M
S
1:19.747
4
NS
13 Marco Pullen
328GTB
S
1:15.354
1
Fastest Laps:
25 CompRes
Edward Bourn
C
1:17 992 (90.249mph) New lap record
Tris Simpson
S
1:22.489 (85.329mph)
PIRELLI FERRARI OPEN – Round 2 SNETTERTON 1 April 2007 Pos 1
No
Driver
6 Edward Bourn
Tipo
Class
Laps
Time
Best Lap
Qualify
Pos
F355/Ch
C
15
19:48.952
1:18.412
1:17.292
2
2
30 Mark I’Anson
F355/Ch
C
15
19:58.509
1:18.213
1:18.236
3
3
60 Wayne Marrs
F355/Ch
C
15
20:11.076
1:19.252
1:18.815
5
4
85 David Edge
F355/Ch
C
14
19:52.895
1:24.211
1:25.066
8
DNF
70 Tim Mogridge
F355/Ch
C
13
17:40.550
1:19.925
1:19.306
7
DNF
2 Alan Cosby
F512M
S
12
16:06.601
1:19.028
1:18.494
4
DNF
46 Tris Simpson
328GTB
S
10
13:59.831
1:22.027
1:19.278
6
NS
13 Marco Pullen
328GTB
S
1:16.347
1
Fastest Laps: Mark I’Anson
C
1:18.213 (89.994mph)
Alan Cosby
S
1:19.028 (89.066mph) New lap record
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CompRes 26
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27 CompRes
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