Compres 036

FERRARICOMPETITIONRESULTS

CompRes

UNTITLED No 512 by TREVOR NEAL

ISSUE 036 JULY 2008

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 THIS MONTH’S COVER

big names will be out at this meeting so if you are in the area, do drop in and watch what is invariably some close and exciting racing.

The programme for the Ferrari activity on the two days is as follows:

of course, for the Classic series.

The Pirelli Ferrari Open competitors will have had their own races at Brands Hatch the previous weekend.

The village is reputed to be the prettiest in England and the circuit owner, Howard Strawford, and his family always make the Ferraris very welcome, while we have a strong following from the keen spectators who come along to watch the Italian cars.

We have hired the Strawford Centre for our usual Ferrari hospitality and engaged the same caterers who have looked after us so well in the past. We have already sent out booking forms for the hospitality and it is important that you reserve your tickets in advance. It is no good simply turning up on the day and expecting admission to the hospitality suite.

We at CompRes Towers are fortunate in having a number of distinguished artists who allow us to reproduce examples of their work on the frontispiece of the magazine.

One of these painters is TREVOR NEAL from Sheffield who Saturday Sign-on 09.50 provided us with the witty study Scrutineer 09.55 from Venice for this month’s cover. Anne and I are frequent Qualify 11.25 visitors to this most magical of cities but we can’t ever Race 1 16.30 remember seeing a car, let alone Sunday Race 2 14.00 a Ferrari 430 Spider, anywhere near the Grand Canal. Perhaps The Ferraris will be located we should drink more Bellinis. in Paddock 2 conveniently Trevor has a wonderful adjacent to Hailwoods restaurant. repertoire of paintings, not just those with a motoring flavour, CASTLE COMBE and if you would like to see a selection, log on to his website: Arrangements are in hand for another great racing weekend www.trevorneal.co.uk He is also able to carry out specific at one of my favourite circuits, commissions for clients. His Castle Combe. This event on OULTON PARK contact telephone numbers are August Bank Holiday Monday is, 0114-2588112 and 0794The race meeting at 0179520.

Oulton Park on Saturday, WHAT’S ON I had hoped to be able 13th September is the last to celebrate another Ferrari UK round in both of our victory this month when 2008 race series, prior to AUGUST 16/17 Brands Hatch: Pirelli Ferrari Filipe Massa came so close shipping out to SpaOpen double header to winning the Hungarian Francorchamps the 17 Curborough 2-lap Sprint GP. It was a cruel blow to following month for our his almost certain success grand finale. for engine failure to Regulations and 25 Castle Combe: Pirelli Ferrari intervene within a couple of entry forms have been sent formula classic laps of the chequered flag. out to all registered 31 FOC: Prescott Picnic So it is the usual yellow competitors in PFO and PFfc banner rather than red this but if, for some reason, time! yours have failed to arrive SEPTEMBER 11 FOC: Brands Hatch Track Day please contact Anne as soon as possible.

BRANDS HATCH 13 Oulton Park: Pirelli Ferrari You will notice that formula classic; Pirelli The next Big Thing on for this AMOC meeting we Ferrari Open the Open series agenda is have issue our own entry the double-header at forms since we have 14 Cadwell Park Sprint Brands Hatch on 16th/17th ‘bought’ the races from the August. With one or two organisers. In this way we 20 Harewood Hillclimb notable exceptions, all the are able to offer a useful

1 CompRes

reduction in the entry fees. It is essential that you use these special Ferrari entry forms for the Ferrari races – they are easily recognised as they bear our series logos. These forms must be completed and returned, together with the appropriate fee, to Anne no later than the closing date of Wednesday, 10th September.

If you wish to enter any additional races at this meeting you will need to contact AMOC direct (John Hutchison) to obtain the necessary paperwork.

CHRIS REA

INTERMARQUE CHAMPIONSHIP The long-standing Intermarque Championship organised by the Aston Martin Owners Club is still popular and this season has seen a resurgence of interest

by Ferrari drivers, particularly those who also compete in our PFO series.

Photo: www.simonpics.co.uk

The news from our old pal Chris Rea is that he is home again after a five week spell in hospital and looking forward to a short holiday as part of his

said, that you let all my friends in the Classic series know about this – they need to watch out!

We send our best wishes to Chris for a speedy recovery and want him to know that we can’t wait to see him back at the wheel of a racing Ferrari.

As the message on the rear of Stuart Anderson’s TR says, “Racing is Life. Anything else is just . . . waiting”.

recuperation programme.

Following the completion of his hugely successful UK tour he was taken quite seriously ill but is now, happily, on the road to recovery.

He has abandoned his previous plans to race a 330GTC in our Classic series (see photo) but yearns for a little 246GTS Dino which he might like to take on the circuits. He tells me that although he has owned many Ferraris, the seductively shaped Dino has always eluded him.

I asked how he had spent his time while laid up in hospital.

With a chuckle he said he had been mugging-up on the layouts of all the circuits and working on reducing his braking distances into the corners. Make sure, he

We seem to be doing pretty well in the points standing and following the last round, at Silverstone, the Ferrari team is in the lead!

The current team positions are: Ferrari

270

Aston Martin 6-cyl 254 Porsche

241

Aston Martin V8s

175

Sunbeam

140

American V8s

50

Jaguar

48

Austin Healey

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The next round is at Oulton Park on 13th September so we wish our brave lads in the red cars all good fortune.

THE CULLING OF THE PRANCING HORSE The text of editions of CompRes and its forerunner, Ferrari Competition News, have, for more than twenty years, proudly borne the prancing horse badge – usually to denote the end of an article or race report.

The famous Cavallino Rampante was originally, of course, the emblem of the Baracca family. It was presented to Enzo Ferrari by the father of Francesco Baracca, the famous Italian fighter ace who shot down 35 adversaries in the 1914-18 War. Francesco Baracca’s squadron had used a yellow shield in the centre of which was a prancing horse emblem, as their badge. It was a badge dreaded by his enemies until the day, in 1918, when Baracca’s career ended. The family was sent the prancing horse emblem on a piece of aeroplane fabric.

Sadly, the dead hand of Ferrari’s legal department has made sure that the use of all their trademarks is now prohibited whatever the circumstances, even where there is absolutely no question of any ulterior motive, as in the case of its use by CompRes. So, in its place you will now see the new Club logo which some might not have much affection for. If you don’t care for it we’ll use some other device for punctuation in the future. Let us know what you think. 

SEPTEMBER BIRTHDAYS 3 4 6 9 11 12 14 15 21 25 27

David Goodwin John Shirley David Ashburn William Moorwood Chris Catt Marco Pullen Kevin Riley Scott Winnard Tony Winship Stephen Crowther Mohommad Essat Martin Pallot Les Charneca Peter Everingham CompRes 2

RA’s HILLCOMMENT

Loton Park double header weekend reported in this issue was a lot of fun and not just on that wonderful hillclimb course.

The accommodation and dining arrangements at Club member Paul Subbiani’s Albright Hussey Manor Hotel worked really well.

The food was excellent, and the Saturday night special dinner well up to our usual posh dining standards. Paul also brought along his motorhome to the hill to lay on a barbecue lunch both days for the Ferrari drivers, and very swish it was too – we even had white tablecloths! Anyway, a big thank you to Paul and of course Jon Goodwin, who set up these arrangements with the Albright Hussey Manor Hotel.

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More on Loton where once again the Ferrari drivers were assembled for a meeting with the Clerk of the Course. Just like a couple of years back it was for an admonishment. Last time they got us on a triple count of excessive speed and noise on a public road and having competition numbers on too, and oh, I nearly forgot there was even the suggestion that we were still suffering from excessive drink the night before! This time around it was primarily that some Ferrari driver had exited the venue and gone down the road at full noise through the gears – as it is a forty limit this is not good.

All suspicion immediately fell on Andrew Holman – who else could it have been! – but subsequently he was proven innocent, and we were never really sure who had committed this atrocity, though it

was likely someone with a hardcore muffler kit. Besides all this there were also reports of other indiscretions, one even reported by an off duty policeman, which we had to ask to be taken in to consideration too.

Being Serious now, although this sort of thing causes some amusement, and I believe any misdemeanours by our drivers are exaggerated, it is not at all to our Club’s credit or indeed the event organisers if competitors drive at excessive speed or create unsociable noise in the immediate area. There are always local residents campaigning against these hillclimb venues for noise disturbance, and we should not provide them with ammunition.

Everybody watches Ferraris and we need to set a good example, Photo: Pauline Goodwin

Four Rounds to go now in early August at the time of writing these notes, and after the huge flurry of meetings over the last three months it has been quite peaceful lately. Just one meeting in August – the Curborough two lapper - which already has 22 Ferraris entered.

Jon Goodwin is now sitting comfortably atop the points chart with a score of 127, some way ahead of Chris Butler at 115, followed by David Tomlin (114) and Andrew Holman (108) who are now dropping scores. Max pointers are what count now and Jon has a bunch of these already banked. Chris Butler has a serious task facing him to close out the season with some twenty pointers if he is to haul in Goodwin, leaving Tomlin and Holman to squabble over third spot.

Posh nosh. Paul Subbiani brought along his motorhome to Loton and organised much appreciated catering for the Ferraristi on both days.

more especially with all the green stuff knocking about nowadays.

And Finally I have mentioned before many times in this column about driving on the highway with comp numbers.

They need to be blanked out – crossing them out with a couple of bits of tape is not enough.

Christian Mineeff is making a comeback at the two lap Curborough this month. He has been observing the scene from the sidelines the last couple of years, and not one to run with the herd has chosen a 360 Modena rather that one of those inevitable F355’s. The car he has chosen is silver with a black interior (an attractive combination that sounds like it could have been mine!).

Christian really knows the hills, will persevere, and can be expected to bring the 360 up to speed by Harewood in September – one of his favourite hills. The 360 is recognised as being trickier to drive on the hills than the 355, with hair trigger steering and throttle response. It has, though, considerably more torque and once mastered should deliver very good results.

Sally Maynard-Smith also plans a comeback next season with her 328GTS. For many years as Championship Coordinator she was unable to compete, and has not been seen in action on the hills for maybe ten years. Like Pauline, she was swift off the blocks and notably put in some very competitive times at Harewood and Gurston Down. I guess her suit and helmet must all be out of date by now!

Richard Prior is looking around for a F355 for 2009 – a very necessary item if you wish to be in the running for a class win. Like me, he reckons they will be especially good value over the winter, although I pointed out that so too would his 348ts.

Richard’s response was that he would keep it! Let’s hope that we see him out next season with one of these more powerful tipos and

challenging Chris Butler et al for the Ferrari class wins.

event. For years I had used the big old 5-gallon type, and then noted someone in the Classic Helmets Downhill have paddock had a bunch of nice neat 10 litre jerrycans.

Seemed a great idea to me – easier to lift and I never put five gallons in at once anyway. I bought four nice new shiny red cans online, together with a special spout and used them at Knockhill, not knowing that they had loads of foreign matter floating around inside them.

Helmet Cool. Jon Goodwin demonstrates the I discovered this madness of Health & Safety requirements that just before the Club demand that crash hats must be worn when Concours when I competing cars return to the paddock. used one to fuel my Nembo Spider with a filtered become fashionable recently as funnel (see pic).

I wrote to the some events require them on the MD of the supplier reporting all return run back to the paddock. this, and got a prompt letter of Although this may be justifiable apology and a £5 sales voucher – for an open car, for a Ferrari it is not bad considering I went all the Health & Safety gone mad. The way to Scotland, conked out in speeds involved are always very one race, missed the second race low and danger levels nothing like completely, and picked up a those encountered outside on the repair bill. I suppose I could use street. the voucher towards the purchase Self inflicted were the of another one of those cans . . . difficulties I encountered at Ditto Repeato – the success Knockhill with my 328 – I should of the Loton Park double-header never have blamed the car. weekend, and our stay at the Turns out all the stuff blocking up Albright Hussey Manor Hotel, the fuel tank strainer found by meant we had no alternative Ferrari specialist John Buchan other than to book the same came from a new set of jerry Loton meeting with the Hagley & cans I had purchased before the DLCC for 2009. Paul Subbiani has a note of the date too and already has accommodation at The Albright Hussey reserved for us. The date for next year’s diary when you get one is 11/12 July.

Rubbish! The contents of RA’s fuel funnel.

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PIRELLI FERRARI HILL CLIMB CHAMPIONSHIP: ROUNDS 9 & 10 LOTON PARK 12th and 13th JULY 2008

Nick Taylor attacked the hill with vigour, taking his 348GTC into second place on scratch.

man nor beasts. Dave Tomlin looked a bit wild low down the hill and shot straight on at the end of the fastest straight, disappearing into the bracken, kept going like a submersible for a while, disappeared, but was eventually found. Richard Allen added another to the ‘Drivers Book of Excuses’. Some £1 coins got ready for the M6 toll rolled under his throttle pedal, causing it to stick open. It turned out to be quite amusing but could have been serious, and is a reminder to all to clear any detritus out of the cockpit before venturing onto the track. After all the

Photo: Scuderia Fotografia

HE PREVIOUS PFHC round at Longleat had turned from insult to injury when the few who had their entry accepted found the meeting cancelled writes RICHARD PRIOR based on a report by GRAHAM EASTER. It also clashed with the National Concours and the British GP, so seems unlikely to feature in the 2009 calendar. Consequently the PFHC racers were glad to be at Loton and 23 were entered, the highest number this year. The Swifty F355 was sadly a nonstarter, laid low with electrical problems.

The day was bright and sunny when I reached Loton and I reflected yet again what a truly civilized sport this is.

P1 was incident filled, though there was only one in my sight, Richard Prior losing the back end of his 348ts going round the right -hander before Keepers.

Out of my sight, Nick Taylor (348GTC) almost missed his run because the scrutineer had dislodged the throttle cable whilst checking it.

Chris Butler (F355) had two Bambis leap out in front of him going up to the first corner, fortunately without damage to

Photo: Scuderia Fotografia

T

DAY 1: SATURDAY

Sergio Ransford (308GTB) celebrated his 65th birthday with a big spin.

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excitement, it was Butler who was quickest.

It rained before P2, but there was bright sunshine by the end of it, setting the pattern for the day.

At the end of this one it was again Butler who was quickest, though Jon Goodwin and the Lusso would have the points due to the car’s minus 7% PEP adjustment.

That night a dinner was due at the Albright Hussey Hotel owned and run by Club members the Subbianis; most of the racers staying there too. Jon Goodwin had also arranged for Paul Subbiani to bring his splendid motorhome to Loton and provide a superb BBQ on both days.

Most generously, Paul said those who had arranged to camp at Loton rather than stay at his hotel could kip in the motorhome!

I believe the BBQ was subsidised

by Jon, for which many thanks.

Incidentally I see that Franco Subbiani won Class G of the FOC National Concours with his F430 Spider, so congratulations to him.

There was a heavy shower before R1, the sun came out, decided it didn't like it, and went back in again. It started to drizzle and then moved on to more serious rain. Pauline Goodwin (328GTB) decided to see if missing out Triangle would give her a better time, so she

Photo: Scuderia Fotografia

Leaving no stone unturned, Richard Allen blasts his F355 up the hill to capture the Handicap Award.

went round the cones on the exit.

It may well have done, though I think the Stewards would probably have imposed a drivethrough penalty had it stayed wet. It stopped raining and left the remaining runners with that most difficult of situations - a drying track and only one chance to get it right.

Geoff Dark (F355) took an early lead with a 72.25, Ed Briscoe (308GT4) survived a tank -slapper in Fletcher's Dellow, and Sergio Ransford went further and celebrated his 65th birthday with a big spin. His 308 went a long way off the track, but he rejoined to the applause of the spectators.

He continued at racing speed and went off again at the top of the hill. Discretion is always the better part of valour after an off, but fortunately no damage was incurred in either incident.

Championship leader Holman

took a decisive lead with a 70.75 until Richard Allen appeared. He was the first to really attack the hill, the tail of his 355 twitching on the exit of Triangle where some tyre squeal indicated that it was drying out. A similar tailhappy approach through the right and left-handers followed and his time was 68.53!: quickest by over two seconds. Dave Tomlin was too cautious and Richard Prior was perhaps intimidated by his non-stick rear tyres. In marked contrast to RA, Chris Butler drove smoothly, slowing the car down a lot for an incident -free Triangle. Slower proved faster and he took the lead by a couple of tenths. The sun shone brightly on Goodwin and his 72.77 gave him the lead on points by miles once the minus 7% PEP had been applied.

Happily, the rain stopped and it was 95% dry for the second

run. Of course, all who completed an incident free run improved. Sean Doyle's GT4 again revealed its tired shockers in the transition between the right and left-handers following Triangle. Nevertheless, his 70.83 captured him second place on handicap to winner Richard Allen.

Tracey Haynes had been puzzling me for some time as her runs looked to deserve better times than she was achieving.

Her 328GTB looked decidedly bouncy and maybe it needs new shocks too. Afterwards she confirmed that she'd already arrived at this conclusion because the times aren't there and the car is treacherous if pushed.

Sometimes we forget that some of these lovely shiny Ferraris are over 20 years old. Tracey intends getting it sorted over the winter.

A loud howl announced the

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Photo: Scuderia Fotografia

T In the long-running saga of Haynes versus Haynes, it was Tracey, seen here in her 328GTB, who lost out to Charles by a fraction of a second.

She was rewarded with a second place on Handicap on the Sunday.

A loud howl announced the departure of Holman from the start line, followed by a long pause. He eventually appeared and arrived at Triangle at racing speed. In contrast to his first run, he tried ‘slow in, fast out’ and it worked. Consequently he arrived at the right-hander following at higher velocity than previously, lobbed it in and got very sideways in the same way that Prior did previously. He survived the rest of the run but of course the time was hopeless. He later revealed that he'd gone straight on at the first corner, blaming an improved start. Later in the week it emerged that playing pinball at Doune had misaligned the suspension somewhat.

Mike Spicer (F355) attacked the hill to record a 63.56, Phil Whitehead looked, to a mere fence-leaner, to be hugging the inside of the track too much, and squeezing the apexes too early, in contrast to Richard Prior, who took a text book line round Triangle. His 348ts's sidelights came on between the right and left hander. It must have been them, because he insists he doesn't brake there. Nick Taylor attacked the hill with vigour, but the 348GTC understeered at Fletcher's Dellow, then gave a strange little front end hop as the front tyres bit. Later he was well sideways round the right-hander, but his 62.60 gave him the lead.

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It turned out that he'd run with the front bar disconnected in a bid to tame the tipo's inherent understeer. Another suspension expert . . .

Nick's lead lasted for as long as it took Chris Butler to complete his run. He was clearly on a mission, though a smooth and well-controlled one, using all of the road and appropriate kerbage. F355 sidelight switches are obviously better than those of 348s as there was no hint of a red light in between the right and left hander. Chris stopped the clocks on 61.33, a decisive victory by 1.27 seconds.

Last, but by no means least, were Gooders and the Lusso, another smooth and quick run, tidy and economical with no hint of the wheel lifting which used to afflict the Old Girl. Jon reckons this is to do with the limited slip diff he had fitted the winter before last. Jon recorded 67.20 which gave him the 20 points by a couple of tenths from a quietly disappointed Chris Butler. This was Jon's fifth maximum score in a row, maintaining his 100% record and giving him the Championship lead for the first time.

The next round was to be the very next day at the very same hill where Jon Goodwin would switch to his 430 and Butler might have the chance to get his own back.

DAY 2: SUNDAY

HIS DOUBLE-HEADER format certainly works, because in addition to having 22 Ferraris competing on the Saturday another couple turned up for the Sunday to make it one of the biggest Ferrari hillclimb classes ever. RICHARD PRIOR’S story of Day 2 is based on a report of the event by CHRISTIAN MINEEFF. Andy Grier brought the 328 SMS along and Barrie Wood his F355; and of course Jon Goodwin selected another weapon from his motor house and decided that, as the weather was guaranteed to be dry, his manual 430 would be perfect for the job. Jon’s Lusso got the day off, much to her relief, but was not allowed to go home and had to stay in the paddock.

The Hagley Club are always pleased to see the Ferraris and this time gave them pride of paddock place against the wall where the single-seaters normally reside. However the Clerk of the Course was not too pleased with their drivers. First thing in the morning he summoned them all together and gave them a right rollocking, all to do with alleged offences on the public road ranging from having racing numbers uncovered to overtaking a row of cars, one of which contained an off-duty copper who promptly reported them. Not a good start. It was made worse by a member of the public who, in a non-competing 360, decide to try to impress the paddock at lunchtime with a silly display of revving and noise, and shooting off down the road. If you want to be a racer then don’t be chicken get a licence and be measured against the others.

Morning practice soon got started with the two Sunday newcomers, Grier and Wood, exploring the hill that the others by now knew well. Dave Tomlin (F355), just as on the day before, had a moment at the top but still set a time, and Andrew Holman continued the gradual reduction

By now it was really sunny and warm, and the fabulous Subbiani motorhome was ready for our BBQ lunch. Chef Paul and his helpers excelled themselves again as the entire Ferrari clan gathered around for what many think is the best part of hillclimbing – the socialising in lovely surroundings.

And then it was time to go and hillclimb. Grier was the first off the line and he set a good midfield time of 65.75, with the next-up Barry Wood just behind on 65.94. Wendy Ann Marshall, one of three girls in the class and back at the wheel of her 328GTB for this meeting, went nicely quicker than in the morning, but Adrian Wilson (F355) is still learning this hill and went slower than in the morning. Sean Doyle (GT4) tried a bit too hard but got it back together again to record 79.03 and then came Pauline Goodwin (328GTB) who temporarily took over the lead on 65.65 although this was quarter of a second slower than her practice run. Marshall’s 430 was carefully driven this time, well off

his normal pace with a 66 sec run.

Campbell’s Dino then cruised up the hill, just about being caught at the finish by the flying Richard Preece (348GTC). Geoff Dark (F355) slipped in a quick 65 -sec run to take second behind Preece, and the next five runners were not able to better this until Holman came along. Ed Briscoe was on 74 to take the lead in the ‘GT4 class’, the two Haynes were barely separable on 69.02 and 69.11, Peter Rogerson (F355) went slower than in practice, on 70.45, but Sergio Ransford pedaled his lovely 308GTB up the hill with great verve to record 68.10, quite good for a standard 308.

And now we came to the likely frontrunners, ten of them in all. Holman led these away in his shrill 348, bits of sticking plaster covering the Doune injuries, but too much aggression and sideways driving spoiled the time – 64.11. Mike Spicer (F355) was next but appeared too cautious on 63 secs although this was quickest Ferrari time so far.

Photo: Scuderia Fotografia

of his 348 to matchwood with an off at Fallow. At the front of the field it was all very close and quick, with Saturday winner Chris Butler (F355) just ahead on 61.61sec with Jon Goodwin (430) on 61.64 and Nick Taylor (348GTC) on 61.97. John Marshall (430) continued his previous day’s good form with 62.57 and Richard Allen was also well up with 62.87, despite his F355 looking so floppy at the front end that we assumed his Speedwell Camber Compensator must be well past its best.

The second practice runs kept the same three drivers as front-runners but the middle bunch were all closing up and it was clearly going to be a tight contest in the afternoon. John Marshall prodded the 500 horses a bit too much on this run and fired the 430 off the road and into the weeds just past Triangle – not a normal place for an excursion but his impassive face showed that this is all part of a 430-driver’s hectic day. Damage was light, but the bracken was everywhere!

Displaying his usual consummate skill, Chris Butler extracts the maximum from his F355 on Loton Park’s leafy slopes. He was the quickest Ferrari driver on both days.

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Photo: Scuderia Fotografia

Despite some anxieties following a damaged front tyre, Jon Goodwin drove his 430 fearlessly into second place

And so we moved to the second runs, and the warm track brought generally better times throughout the class. John Marshall tried really hard in his 430 and set a time of 62.18, leapfrogging all the way to 4th place before then rushing back to the paddock to let Gooders have his front wheel. Preece went the other way, hurling his GTC into Keepers with not a hope of making it stay on the road;

Photo: Scuderia Fotografia

Then the times came tumbling down, with both Phil Whitehead and Richard Allen down in the 62s in their F355s. Dave Tomlin (F355) was frustrated not to join them and stayed in the 64s as did Richard Prior (348ts) who spent much time up and over the kerbs, trying really hard.

Nick Taylor then did a fabulous 61.90 run in his GTC but the following Butler, smooth and economical as always, was just unstoppable as he set a time of 60.80. Jon Goodwin, the final runner, fearlessly hurled his 430 off the startline but at Keepers corner he banged a front wheel over the kerbs and slashed a tyre, and although he kept going he could not match Butler – 61.05 and second place.

Of course they had to do it all again, nothing is settled until after the second runs. Goodwin’s ultra-low profile 35-section tyre was definitely a non-runner and, with no spare, what was he to do? The Lusso was trying to hide behind the trees but with the C-of -C’s permission he arranged to run the 430 in the batch behind the rest of the Ferraris – and would borrow one of John Marshall’s 430 front wheels in a lightning tyre change.

Pauline Goodwin takes a nice line through Keepers Corner as she records the fastest time by a lady driver

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Holman quietened down a bit and improved his time to 63.95, and RA went better still to record 62.39 and nab 5th place. Prior drove his 348 hard but ended up 9th, but it was the duel between the top three that would be the most exciting.

Nick Taylor went first but, at 62.09, was slower than on his first run. Butler was next but was also slower: 61.32. And now it was all down to Goodwin and the final Ferrari run. The 430 wheel was changed (in 3min 24secs according to Dave Clark) and as he went up to the line he knew the target was the first run time of Butler – 60.80. In a deceptively fast but controlled run he gave it all but failed by just fifteen hundredths of a second, stopping the clock at 60.95.

With his second win in two days and a maximum of 20 points after the PEPs had been applied, Chris Butler was jubilant.

This ended Goodwin’s run of five consecutive maximums, mostly achieved by some great driving which had given him the lead in the Championship, with Butler second.

LOTON PARK 12 JULY 2007 Pirelli Ferrari Hillclimb Championship Round 9 Driver

Tipo

Pract 1

Pract 2

H/cap

Run 1

Run 2

H/c pos

64ft/ speed

split

PEP %

PEP time

Chris Butler Nick Taylor John Marshall Richard Allen Richard Prior David Tomlin Mike Spicer Geoff Dark Philip Whitehead Pauline Goodwin Richard Preece Jon Goodwin Adrian Wilson Sergio Ransford Andrew Holman Sean Doyle Charles Haynes Tracey Haynes Peter Rogerson

F355 348GTC 430 F1 F355 348ts F355 F355 F355 F355 328GTB 348GTC 250GT F355 308GTB 348tb 308GT4 348GTC 328GTB F355

62.81 64.49 67.05 63.14 182.63 fail 65.49 64.90 65.15 66.80 67.85 68.49 73.44 69.93 65.56 73.23 73.46 73.48 69.14

65.32 66.82 72.72 67.17 68.12 73.92 70.21 69.56 68.95 71.27 73.37 69.99 76.32 73.78 67.94 75.11 82.38 77.30 75.83

60.00 61.00 63.50 62.50 61.75 62.00 62.50 62.50 62.50 65.25 65.00 66.00 67.00 68.00 61.75 70.00 70.00 70.00 68.75

68.35 70.21 76.44 68.53 69.40 70.75 72.45 72.25 74.25 75.32 74.24 72.77 77.55 138.38 70.24 78.36 82.10 79.78 78.53

61.33 62.60 62.98 63.16 63.16 63.30 63.56 64.59 64.94 66.75 66.97 67.20 69.56 69.62 101.73 70.83 71.47 71.66 72.71

7 11 1 2 8 6 4 16 17 10 14 5 18 12 21 3 9 13 19

2.56/80 2.56/81 2.78/--2.31/81 2.54/83 2.66/81 2.33/71 2.47/75 2.56/71 2.33/--2.61/74 2.74/72 2.68/64 2.42/67 2.81/71 2.53/--2.74/62 2.64/56 2.45/---

24.29 24.10 26.99 24.38 24.52 25.12 24.61 25.10 25.19 26.05 26.19 26.32 27.91 27.58 27.31 28.06 28.25 28.07 28.39

+2.25 +2.50 +3.50 +2.25 0.00 +2.25 +2.25 +2.25 +2.25 -0.50 +1.50 -7.00 +2.25 -2.00 0.00 -2.00 +1.50 -0.50 +2.25

62.71 63.54 65.18 64.58 63.79 64.72 64.99 66.04 66.40 66.42 67.97 62.50 71.13 68.23 70.24 69.41 72.54 71.30 74.35

17 15 9 12 13 11 10 8 7 6 5 20 1 4 2 3 1 1 1

Wendy Ann Marshall

328GTB

85.25

85.60

75.00

84.28

77.02

15

2.47/---

30.41

+0.50

77.40

1

Edward Briscoe Colin Campbell

308GT4 246GT

77.81 88.95

86.69 95.88

71.25 83.00

87.27 99.97

77.20 87.14

22 20

3.04/54 2.96/---

30.48 34.47

-2.00 -4.50

75.66 83.22

1 1

H&DLCC Class Awards: 1st Chris Butler FOC Handicap;

1

st

2nd Nick Taylor

Richard Allen

2

nd

Pts

3rd John Marshall 3rd Mike Spicer

Sean Doyle

LOTON PARK 13 JULY 2007 Pirelli Ferrari Hillclimb Championship Round 10 Driver

Tipo

Chris Butler Jon Goodwin Nick Taylor

Pract 2 62.47

H/cap

Run 1

Run 2

F355

Pract 1 61.61

64ft/ speed 2.43/---

split

61.32

H/c pos 11

60.00

60.80

430

61.64

61.36

59.00

61.05

PEP time 62.17

Pts

23.84

PEP % +2.25

60.95

20

2.65/??

24.29

+3.50

63.08

15 17

20

348GTC

61.97

61.75

61.00

61.90

62.09

12

2.56/89

23.82

+2.50

62.83

John Marshall

430 F1

62.57

fail

62.00

66.59

62.18

6

2.71/82

24.81

+3.50

64.36

9

Richard Allen

F355

62.87

62.50

61.75

62.61

62.39

8

2.24/90

24.29

+2.25

63.79

13

Philip Whitehead

F355

64.16

63.24

62.00

62.42

62.68

9

2.57/---

24.45

+2.25

63.82

12

David Tomlin

F355

67.58

63.93

61.50

64.21

62.85

17

2.51/---

24.51

+2.25

64.26

10

Mike Spicer

F355

64.17

63.10

62.00

63.34

63.60

16

2.38/---

24.60

+2.25

64.77

7

Richard Prior Andrew Holman

348ts 348tb

63.44 70.86

64.28 64.52

61.75 62.50

64.56 64.11

63.77 63.95

21 18

2.49/89 2.26/86

24.75 24.94

0.00 0.00

64.41 63.95

8 11

Richard Preece

348GTC

66.51

65.83

64.50

64.03

96.92

3

2.53/84

25.68

+1.50

64.99

6

F355

67.09

66.00

64.50

65.94

64.29

5

2.30/83

25.21

+2.25

65.74

3

Geoff Dark Pauline Goodwin Andy Grier Adrian Wilson

F355 328GTB 328GTS F355

65.37 66.05 68.13 68.76

63.80 65.40 66.26 67.71

62.25 64.75 64.00 66.00

65.29 65.65 65.75 68.44

64.83 66.90 65.77 67.09

22 13 19 14

2.52/84 2.31/--2.58/81 2.35/75

25.25 25.76 25.74 26.81

+2.25 -0.50 -0.50 +2.25

66.29 65.32 65.42 68.60

2 5 4 1

Sergio Ransford Charles Haynes

308GTB 348GTC

69.05 70.18

68.30 69.51

67.75 68.75

68.10 69.11

68.93 68.51

7 4

2.56/--2.52/---

26.44 26.96

-2.00 +1.50

66.74 69.54

1 1

Tracey Haynes Peter Rogerson

328GTB F355

70.90 69.58

71.35 70.24

69.75 68.75

69.02 70.45

69.36 69.49

2 10

2.55/69 2.58/64

27.53 27.13

-0.50 +2.25

68.67 71.05

1 1

Sean Doyle Wendy Ann Marshall

308GT4 328GTB

70.45 74.85

70.61 75.17

69.00 73.75

79.03 73.46

71.29 72.34

15 1

2.41/71 2.43/71

28.58 29.00

-2.00 +0.50

69.86 72.70

1 1

Edward Briscoe Colin Campbell

308GT4 246GT

75.60 86.63

74.31 86.50

71.25 83.00

74.45 91.52

73.99 88.52

23 24

2.83/66 3.15/57

29.67 35.49

-2.00 -4.50

72.51 84.54

1

Barrie Wood

H&DLCC Class Awards: 1st Chris Butler FOC Handicap;

1

st

2nd Jon Goodwin

Wendy Ann Marshall 2

nd

Tracey Haynes

3rd Nick Taylor 3rd Richard Preece

CompRes 10

THE BUSINESS OF FORMULA 1 Love, they say, makes the world go round but in Formula One it is money. In no other sport is this more true. And the amount of money involved is simply enormous. But with F1 in its 59th year there is an air of uncertainty. The sport is being shrunk by the governing body to save money and, with the current severe economic downturn, it is easy to see why the whole sport has got the jitters in a big way. Here we examine the teams’ budgets and in particular the finances of the Ferrari team.

FORMULA ONE BUDGETS In 2007 there were 222 sponsors involved in F1 while this season there are 192. That can be partly explained by the plight of Super Aguri but also reflects on the downturn in the sponsorship market, a worrying trend for the whole of Formula One. Fortunately the investment from manufacturers remains strong.

In Honda’s case it is continuing to make up the shortfall in major sponsors through increased investment (though its overall budget is reduced from US$420 million to US$340 million due to the troubles of its Japanese Bteam).

There has nevertheless been an injection of around US$110 million from new sponsors in

2008 although this is partially skewed by the change in ownership of the Spyker team, now Force India. Some US$46 million of that figure is being directly injected by Vijay Mallya’s companies, Kingfisher, The Dalmore and Royal Challenge.

Last year there were seven new sponsorship deals including three worth over US$30 million annually.

In 2008 there are three although one (Kingfisher) is effectively a team’s ownership deal and another is the US$15 million investment in Williams by the Icelandic Baugur Group through three of its brands, Hamleys, All Saints and Mappin & Webb.

Only five teams have a title sponsor in 2008 — Ferrari,

McLaren, Renault, Williams and Toyota – but the deals range from US$200 million Marlboro is paying Ferrari to the US$25 million deal between Williams and AT&T for naming rights and minimal on-car branding. Overall title sponsors are investing US$390.5 million, unchanged year-on-year.

FERRARI MANAGEMENT Given the twists and turns of the 2007 season one might have predicted that it would be McLaren’s management rather than Ferrari’s that would change over the winter. But, as it turns out, it is Jean Todt rather than Ron Dennis who appears to have stepped away from the frontline action.

The Frenchman, in

NINE YEAR BUDGET RECORD OF TEAMS COMPETING IN F1 2000-2008 Team

2000

2001

2002

2003

2004

2005

2006

2007

2008

Arrows

44.53

73.65

49.55

---

---

---

---

---

---

BMW Sauber

71.78

71.78

82.65

104.35

114.63

98.38

368.50

388.40

412.00

Ferrari

239.60

284.35

302.40

295.75

293.80

287.90

319.90

401.25

367.50

Honda

191.00

194.45

235.40

222.30

215.74

238.65

371.30

420.90

422.40

McLaren Mecedes

224.75

274.55

287.80

289.15

283.70

293.85

402.30

493.10

406.50

Force India

103.55

172.90

190.00

59.85

4.95

51.35

74.60

71.60

121.10

Prost

131.18

47.50

---

---

---

---

---

---

---

Red Bull Racing

168.23

177.425

211.77

209.95

207.44

176.35

195.90

283.70

292.60

92.25

180.85

255.80

257.22

271.66

274.60

292.30

312.20

302.80

---

---

---

---

---

---

92.50

91.50

n/a

55.20

47.00

83.45

26.88

31.43

41.43

64.50

90.30

115.00

---

---

238.40

286.09

296.03

298.70

383.35

392.70

396.80

143.05

192.95

230.00

229.65

249.30

262.45

130.70

192.85

233.90

1465.12

1728.27

2187.52

1965.40

2027.00

2029.23

2685.85

3139.85

3096.00

Renault F1 Super Aguri Toro Rosso Toyota Willliams F1 TOTAL

11 CompRes

charge of the detailed running of the race team since 1993, says he will no longer attend every race and will not be the team principal. But it is impossible to believe that his fingerprints will not still be very much be on the team as he runs the entire Ferrari empire. He now officially has the title of director general, whatever that means.

In Todt’s place will be Stefano Domenicali, a pleasant Italian who has risen through the Ferrari ranks over the last decade.

Todt’s job may have been earmarked for Ross Brawn, before his decision to join Honda for a bucket of cash instead, and then reportedly offered to a reluctant Michael Schumacher.

But that doesn’t alter the fact that Domenicali has been groomed for a management role at the team for years. He has effectively been running the team day-to day for many years whilst Todt has been looking at the bigger picture.

In reality one can’t see this changing much.

D o m e ni c al i ’ s p r o mo tio n certainly fits with Fiat chairman Luca di Montezemolo’s ideal model of an Italian team run by Italians. And there lies the whole balance of how the team is run:

FIAT

US$6 million

MARTINI

US$5 million

ALICE

the relationship between Montezemolo and Todt. This is one of the strangest in the global sports business. The relationship has been under scrutiny for years but despite the pair’s differences of opinion, which by all accounts there have been many, both men realised the team would not be the team it is without each other.

Whether Todt’s new directorgeneral role will have any effect remains to be seen.

Schumacher, meanwhile, has at least had his role properly defined after a year spent watching from the sidelines. He will be in charge of Ferrari’s motorsport car development, meaning he is still likely to attend the majority of European races in a consultancy role as well as participating in the occasional test.

The communication side is now under the control of ex-Red Bull number two Dany Bahar.

Bahar fell out with his old boss Dietrich Mateschitz and for various reasons was snapped up

by Todt to run the Ferrari brand, a big business in its own right.

Some of Guido Zambeletti’s responsibilities, including brand development, appear to have been at least partially taken over

US$15 million

MARLBORO

US$200 million

by Bahar.

Aside from the running of the team there is the other major issue for the team’s management to contend with in 2008. Midway through last year Todt instigated civil actions against Mike Coughlan and his wife Trudy in the United Kingdom and criminal proceedi ngs ag ainst Nigel Stepney in Italy. After that the Italian police got involved and the affair still rumbles on. McLaren’s admittance of guilt made things somewhat easier for the Italians.

SPONSORSHIP AND FINANCE On the commercial side the overwhelming presence of Todt and Montezemolo dominates.

Montezemolo is one of the top marketing thinkers in the world.

Todt is one of the top marketing strategists.

Together they are unbeatable and naturally do all the team’s deals.

Montezemolo didn’t want to take Marlboro’s money last year but the sheer weight of the offer changed his mind.

The Ferrari brand is arguably the world’s top luxury brand. On that basis, would-be sponsors normally form an orderly queue.

In reality, Philip Morris International (PMI) now bankrolls

SHELL

US$36 million

ACER

US$4 million

AMD

US$5.8 million

CompRes 12

FERRARI TEAM BUDGET 2008

MONEY SHOWN IN US$ millions CONTRACT START

CONTRACT FINISH

STATUS

HEAD OF SPONSORSHIP

200.00

Jan 1983

Dec 2012

Title sponsor

Maurizio Arrivabene

-

10.00

Jan 2007

ongoing

Team sponsor

Khaldoon Almubarak

14.00

1.00

15.00

Jan 2007

Dec 2009

Team sponsor

Carlo Corti

Shell

32.00

4.00

36.00

Jan 1996

Dec 2010

Team sponsor

Juan Carlos Perez

Puma

15.00

1.00

16.00

Jan 2004

Dec 2008

Team sponsor

Martin Gansler

8.00

6.50

14.50

Jan 1999

Dec 2008

Team sponsor

Hirochi Yasukawa

Fiat

-

6.00

6.00

Jan 1969

ongoing

Team sponsor

Luca DeMeo

AMD

4.75

1.00

5.75

Jan 2002

Dec 2008

Team sponsor

Giuliano Meroni

Acer

3.50

.50

4.00

Jan 2006

Dec 2008

Team sponsor

Martini & Rossi

5.00

-

5.00

Jan 2006

Undisclosed

Team sponsor

Stella David

IIR

1.00

1.00

2.00

Jan 2006

Undisclosed

Official supplier

-

Brembo

1.50

.75

2.25

Jan 1994

Undisclosed

Official supplier

Roberto Pelligrini

Magnelli Marelli

-

3.00

3.50

Jan 2004

Undisclosed

Official supplier

Giancarlo De Angelis

Mahle

-

3.00

3.50

Jan 2000

Undisclosed

Official supplier

Birgit Albrecht

0.75

1.25

2.00

April 2001

Undisclosed

Official supplier

Roland Spanner

Eurocar

-

1.00

1.00

Jan 1999

Undisclosed

Official supplier

Adrian White

Iveco

-

.80

.80

Jan 2002

Undisclosed

Official supplier

Paolo Cantarella

Finmeccanica

-

1.00

1.00

Jan 2004

Undisclosed

Official supplier

-

NGK Tata Consulting Services

-

1.00

1.00

Jan 2001

Undisclosed

Official supplier

Dan Boon

-

1.00

1.00

Dec 2004

Dec 2008

Official supplier

N Chandrasekaran

Sabelt

-

.25

.25

Jan 2004

Undisclosed

Supplier

-

Microsoft

-

.50

1.00

Jan 2007

Undisclosed

Supplier

-

TRW Automotive

-

.25

.25

Jan 2003

Undisclosed

Supplier

Giorgio Marsiaj

Selex Communications

-

.25

.25

Jan 2004

Undisclosed

Supplier

Maurizio Tucci

BBS

-

1.00

1.00

Jan 1992

ongoing

Supplier

Erich Gissler

FOM TV

52.00

-

52.00

Jan 1950

Nov 2012

TV monies

Bernie Ecclestone

Gratuity

20.00

-

20.00

Jan 1950

Nov 2012

TV bonus

Bernie Ecclstone

TOTAL

367.50

35.55

403.05

SPONSOR

CASH

Marlboro

200.00

-

Mubadala Abu Dhabi

10.00

Alice

Bridgestone

SKF

NON CASH

TOTAL

Gianfranco Lanci

OTHER INCOME

the team. With upcoming corporate changes at PMI, that relationship will only get stronger as chief executive Louis Camilleri returns to Europe to take personal charge and the demerger of American interests will mean the company has a sharper edge. The bond between Camilleri and Jean Todt is one of the strongest in the paddock.

That Marlboro stability means there is barely any change to Ferrari’s 2008 budget line-up, the content of which is now largely known thanks to Marlboro’s purloining last summer.

13 CompRes

The last deal it signed was with Abu Dhabi investment firm Mubadala, a minor shareholder in Ferrari, a year ago and the previous one was with Italian telecoms network Alice, a year earlier.

PMI spends more than US$200 million a year for its Marlboro brand, which has its logo on the car for only three races. The rest is sublime marketing, by all accounts nearly as good as the real thing. At non -tobacco races the brand is reliant on the ‘barcode’ branding being recognisable enough to the

general public. But the strategy of remaining a motorsport sponsor when every other cigarette brand has decamped remains a risky one. It certainly infringes the spirit of EU regulations if not the letter. But nowadays the world is global ad PMI has recognised that. It is at the very least a cheeky strategy that works and has enabled the Marlboro brand to steal a march on its rivals, and Ferrari a march on its.

Over the winter the team has lost three suppliers: Sanbitter, Technogym and Infineon. The

effect on the team’s budget is negligible as all three were trade non-cash deals.

With a more generous windfall from FOM for its championship win in 2007, it leaves the team with an overall budget of some US$403.5 million, up very slightly on US$401.25 million last year.

That works out at an annual change in budget of half a per cent, the smallest year-on-year growth Ferrari has ever seen, albeit from an already high revenue base.

The lack of growth is a sign of the times for Formula One; in an era where every other major sport is racing ahead commercially, Formula One is standing still.

With the sponsorship acquisition not exactly a priority at the team, commercial supreme Giulio Zambeletti’s role is effectively to manage the many l i c e n s i ng a g r e e m e nt s the company has. By all accounts that is close to US$100 million a year and almost all of it flows to the bottom line.

Meanwhile Ferrari’s financial numbers are going through the roof. Sales of the whole concern last year were US$2.6 billion, with profits at nearly US$400 million.

Every facet of the organisation is functioning on maximum and the Formula One team is becoming an increasing contributor.

Montezemolo and Todt have formed a virtuous circle which will take some derailing.

Jean Todt

only Brawn, but also Rory Byrne and the disgraced Nigel Stepney, the triumvirate that many credited with the team’s success in the Schumacher era. The key man is as ever, the Greek technical genius Nick Tombazis, Formula One’s most successful engineer ever as far as results are concerned. He has won more world championship races than any other engineer at Benetton, Ferrari and McLaren – quite simply the team Tombazis works for usually wins the championship. He is now on his second stint at Ferrari doing what he does well, designing cars unhampered by the strain of management.

Brawn would dearly like to hire him but his Ferrari pay packet and iron clad contract precludes that.

Overall in 2008 a new technical structure is in place, led

by Aldo Costa, who has been given the technical directorship after a year in charge of design

and development.

Costa is working closely with chief designer Tombazis. Costa takes on the job filled last year by Mario Almondo who reverts back to head the operational side of the team – the area where he talents really lie.

Luca Baldisseri took on Brawn’s role in charge of strategy last year, a job he continues as team manager in 2008, while John Iley continues to lead the aerodynamics department and Marco Fainello becomes head of vehicle performance and research and development.

The team simply got on with the job last year when the Nigel Stepney-inspired furore erupted.

An apoplectic Todt, who had been furious at Stepney’s initial outburst about the team even before the sabotage and espionage claims, simply dismissed the Englishman at the earliest opportunity and got on with the job of racing. Ultimately that strategy proved to be better than McLaren’s.

At the same point last year many pundits feared the new structure at the team would be its downfall. This year, despite further changes, nobody is making similar predictions.

THE CAR

The Ferrari F2008, which had the internal codename during design and construction of 659, was the first of this year’s cars to be launched in January. Unlike most cars on the 2008 grid it is not an TECHNICAL MANAGEMENT evolution of last year’s When Honda announced the championship winner.

It is a signing of Ross Brawn as its brand new design with some new team principal in significant changes, mainly to December last year the haste try and rectify the car’s with which Ferrari responded problems on the slower, more in announcing its own twisty circuits – of which there technical changes, just two will be two more this year, in hours later, gave the clearest Singapore and Valencia. indication yet that the Last year’s car had a shorter Englishman had been marked wheelbase than its major out as Jean Todt’s competitors.

This year the replacement.

But by then team has reversed its decision, Brawn’s decision had no direct although predictably in the negative consequences for current climate, it is not giving Ferrari. The team has already away precise measurements.

Stefano Domenicali has been effectively shown that it can win races However the car is longer than running the team day to day for many without the engineering and even in 2006. At the same years while Jean Todt has been looking organisational talents of not time there have been major at the big picture.

CompRes 14

changes to the car’s aerodynamics, in an attempt to improve on a package that won both titles last year. Aldo Costa, the teams newly appointed technical director, says of the new car: “All the aerodynamic surfaces have been completely updated.

The body is more concave, the engine cover has a different profile to improve the efficiency and resolve some problems we had on circuits such as Monte Carlo, Hungary and Canada.”

In line with every other team it spent much of the winter developing the car’s electronics package as a result of installing the new standardised McLaren ECU and coping with the new rule outlawing traction control. The McLaren deal has deeply upset traditional supplier Magneti Marelli, but not enough for it to leave the team.

The gearbox has also been modified to give it extra longevity, which has to be used for four races in a row this year.

“We’ve been working a lot on that,” Costa reported.

“We changed the dimension to improve its lifetime; but we’ve worked also on the suspension, to improve the lifetime of the whole car.” However the team has kept faith with the zero keel concept at the front of the car, so no surprise after the victory last year.

The car will undergo a development programme planned to the last detail. Mario Almondo explains: “Simulation and the windtunnel are very important here, but also the tests in the works play an important role. From the first Grand Prix on we tried to keep a straight line in terms of development to eliminate all the problems caused by the single circuits.”

Giles Simon replaced Paolo Martinelli as engine director at the start of last year with the minimum of fuss. In fact, had the team not announced it, nobody would have noticed such was the

15 CompRes

seamless transition.

The Frenchman is also managing the electronics division, which is the subject of most attention this year given the new technical regulations.

But as Simon made clear at the launch, much of his work in this year will actually be for 2009.

It is a reflection of the state of the engine regulations imposed by the FIA, notably the engine development freeze. “This new organisation is already looking ahead to the year 2009, when we will develop a kinetic system to reuse the energy produced by the car. This will take up a lot of time this year.”

He added: “This is already the second year that we are not allowed to further develop the engines. From March 2008 the engine was completed and approved. What we have actually done is concentrate our work on everything that is sitting above the cylinders; such as the inlets and also on the improvement of the lubrication.”

Ferrari will again supply customer engines to two other teams, Toro Rosso and Force India. In theory the engines are identical to those used by the works teams. History, however, shows that the customer units are never quite as reliable.

THE DRIVERS

Kimi Raikkonen

Kimi Raikkonen was probably as

Filipe Massa

surprised as anyone that he won the world championship in 2007, having stealthily moved into contention while the McLaren Mercedes drivers squabbled amongst themselves, but win it he did winning more races than anyone else. Raikkonen is still the favourite to defend the crown.

For the second year he is partnered by Felipe Massa. Last year the Brazilian established himself as one of the top halfdozen drivers in the world. If he is still perhaps not quite at the level of Raikkonen, Lewis Hamilton and Fernando Alonso, then he is certainly not far away – and a lot closer than many expected.

He may well be a championship contender in 2008.

First, though, he has had to adapt to a car without traction control – a potential weakness for a man once known for his erratic driving style.

However he did prove to be an outstanding qualifier last year and, when leading from the front, almost unbeatable.

His Achilles heel appears to be driving in traffic out of position.

Luca Badoer continues his seemingly timeless role as test driver while Michael Schumacher made a return to the cockpit for a couple of winter testing appearances before Christmas.

Predictably he was immediately setting the pace.

 We thank the magazine

SportsPro for the research on which this article is based.

Photos: www.simonpics.co.uk

DONINGTON PARK: AWAY GOES THE OPEN . . .

. . . AND 10 SECONDS LATER SO DOES THE CLASSIC

HE RACE MEETING at Donington Park, on Sunday 27 July, was very different from the normal type of event that Ferrari drivers are accustomed to.

For one thing, we have never before shared a race meeting with trucks and most of us weren’t sure what to expect. We soon found out. Racing trucks

are an acquired taste and although they seem to have a keen spectator following, your scribe came away at the end of the day thinking that trucks are better confined to the motorways and delivering groceries to Tescos rather than hurtling round a race track on the brink of disaster. In fact these things are so huge and heavy, if disaster should occur – and it did – the resources needed to recover an overturned lorry

are just enormous. Not only that, the damage they cause is significant, pit garage doors have to remain closed for health and safety reasons (the clouds of smoke they puff out are toxic), and gallons of DERV are sloshed about as they rumble round the circuit.

When two trucks overturned at Redgate late in the afternoon, the delay to the race meeting was considerable as heavy duty

CompRes 16

17 CompRes

Photo: Jonathan Tremlett

Photo: Jonathan Tremlett Photo: www.simonpics.co.uk

the original everyone drove sensibly and we Donington Park set off the faster series cars dates by Aston ahead of the others, it might Martin Owners work pretty well. Nevertheless, Club and Spa your scribe had his fingers

by ADAC were crossed. the underlying After all that preamble, what reasons, which about the day itself. Because of meant that a fall-out between the FIA Truck there was a big Championship and Donington hole in the PFO Park over starting money, a calendar.

To fill problem which couldn’t be Bespoke seating for Stuart Anderson’s rear end. it, this resolved, the originally planned 2 lifting equipment was brought Donington date was arranged but -Day event shrank to just one into action to get them back on to make sure we had a viable day, on the Sunday. their wheels. Most circuits now grid it was necessary to bulk the We hit on a weekend that consider that the damage caused by these leviathans makes racing them not worth while, so they seem to be on a slippery slope to extinction.

The other category of racing which made strange bedfellows for the Ferraris were the Pickup trucks. Admittedly they are rather more wieldy than their full -size multi-tonne brothers but they have the same propensity for embedding themselves in the gravel traps with similar, albeit briefer, delays to the programme.

So until Ferrari decide to build commercial vehicles, your reporter will give trucks of any sort a fairly wide berth.

The other thing that was different about this race meeting was the amalgamation of cars from both our race series in one The Ferraris were dwarfed by vehicles from the other races. race. We have tried it successfully at Spa in the past field up with Classic series cars. was blessed with glorious but never before in the UK, on a The latent difficulty with sunshine. By mid-morning the far shorter circuit than the combining the two is the obvious temperatures were climbing into Belgian F1 course. The reasons speed differential between the the eighties, and most spectators for combining the PFO with PFfc slick shod Open cars and the less were seeking sun cream or icewere complicated. A change of powerful Classic machines cream as antidotes to the heat. running on A cock-up in BARC’s paddock street tyres. plans saw the Ferraris being Having said allocated the smallest area in that, in the Paddock 2 despite having the old days of biggest entry of any of the races.

PMFC, when The Pickup trucks were given the we had ‘O’ whole of paddock One, including cars as well as the garages, which they clearly ‘M’ Ferraris, neither needed nor wanted. So we didn’t about a third of the Ferraris experience moved in with the Pickups and serious order was restored. problems, so With 36 Ferraris listed in the we decided to programme, this was the biggest give it a go. field we have had since 39 cars We reasoned took part in the Coys event at Highland fling. John Shirley (F355) came down that if Silverstone in 1997. This was from Scotland.

The opening laps of the Open contest saw I’Anson (F355/Ch) holding a tenuous lead from the similar cars of Reeder, White and Marrs.

wasn’t until around 11 o’clock, having disposed of the preambles of signing-on and scrutineering, that the 15-minute qualifying session got underway. As you may imagine, the session was exceedingly busy and sheer luck played a large part in securing a clear uninterrupted lap for most competitors.

There were the inevitable problems for a few drivers.

Didier Benaroya’s Mondial cabriolet suffered power steering pump failure, a difficulty that couldn’t be resolved at the track.

Nicky Paul-Barron’s 328 had an exhaust manifold fracture although collective wisdom again suggested the car would be just

Photo: Jonathan Tremlett

reduced to 35 with the nonappearance of Rory Fordyce and his ‘S’ class Open car. Rory is creating something of a record for ‘no-shows’ with this chimerical Ferrari and we wonder if it really exists or is just a phantom of Rory’s imagination.

Of the drivers and cars that that did actually materialise, we had one new recruit: David Goodwin, son of Jon and Pauline, driving his father’s Mondial t.

David has recent experience of racing Ginettas and it would be interesting to see how he would get on with the much heavier and perhaps less wieldy Ferrari. The car was out testing the previous day, when an exhaust manifold cracked. However, preparers R&D considered this would have little effect on David’s performance.

Although not ‘new’ to us, Steve Tandy had dashed across from the Silverstone Classic meeting and a busy race schedule involving Lola T70 and Jaguar E-type, to drive his latest acquisition, the glorious Comp Daytona which was previously owned by Grahame Bryant.

The rest of the Classic entry of 23 cars featured the usual suspects. The split of classes was Gp1: 2; Gp2: 12; Gp3: 9. If someone can tell me how to attract more V12 cars onto the grid I would be very pleased to hear from them. In the Open section, there were just two ‘S’ cars taking on a good entry of nine Challenge Ferraris.

It was a fairly leisurely start to the Ferrari programme and it

David and Goliath. Nicky Paul-Barron (328GTB) hangs on grimly to the coat-tails of the glorious Comp Daytona of Steve Tandy.

as quick as normal. Just to make sure, Nicky nipped down to Halfords for a soothing bandage to apply to the difficult-to-get-at pipework.

Tris Simpson’s Class S 328GTB caused its usual anxiety as it initially stuttered on six or so cylinders but by the end of the session it seemed to have chimed in on all eight. Alan Cosby, making a rare appearance with his massively powerful but, these days, rather fragile F512M, complained his car’s gearing was too tall for the circuit but wisely decided not to install a lower set of cogs.

Stuart Anderson had brought his delicious TR recreation to what is his local track but was complaining about understeer on his new tyres.

In more trouble was David Hathaway, who spun his F355 Challenge car at Coppice, stalled the engine, and then was unable to restart due to a flat battery. It seems to your scribe that these Challenge batteries are so woefully small in capacity that it would make sense to fit a bigger unit that was more up to the job.

In percentage terms, the weight penalty would be insignificant.

The timesheets revealed that Charlie White (F355/Ch) had secured pole position with a time of 1:18.610, just three tenths of a second quicker than Wayne Marrs in his similar car. Third

CompRes 18

Photo: Jonathan Tremlett

The beautiful surroundings of Donington Park’s circuit forms a natural amphitheatre for the summer crowd.

On track, Tomlin leads Paul-Barron, Goodwin, Honnor and Butler as they head for McLean’s Corner.

Photo: Jonathan Tremlett

fastest was Marr’s preparer, Graham Reeder, which brought out some rude comments about

be set off first via the lights, with reporter realised he had a the Classics being released some problem. After setting a poor ten seconds later by a wave of qualifying time, from the lowly the Union flag. position on the grid, with a few And he gave the cars ahead out of their correct sensible advice to positions, the starter on his the PFfc drivers to rostrum was invisible! When the take their normal flag eventually signalled the line round the Classic cars away, the unsighted corners while the Swift was dead last – again!

Open pilots found a Dealing with the Open way round them. contest first, it was Reeder who We all nodded that got to Redgate first, with I’Anson we understood but and Marrs right on his tail. Pole one wondered man White settled into 4th, ahead whether everybody of Ed Bourn. One lap later it was had been listening I’Anson in the lead, now harried sufficiently

by Reeder and White, the latter intently. having displaced Marrs. After a Cosby’s powerful F512M proved temperamental.

About a little gap, Cosby led Edge and quarter of an hour Scotsman Shirley. customer relations. In Classic, after the appointed time, the It was on lap 4 that the sort Steve Tandy demonstrated that Ferraris were summoned to the of mix-up we had been dreading he had rapidly got the hang of collecting area the big Daytona by setting the at the pace at 1:24.324, just a fifth Melbourne ahead of Nicky P-B in the Gp2 loop. The line 328GTB. Third was a delighted of cars Fred Honnor in his fleet Gp3 stretched all 308GTB, at 1:25.188. the way up the There was a long, hot pause short straight before the 4 o’clock scheduled before race came around. In order to Goddards – a emphasise the problems that most could arise if we didn’t take due impressive care, Dale Wells, the BARC senior sight.

Clerk of the Course, ushered us The 34 into his lair in the control tower. cars duly lined Tris Simpson (328GTB) survived to take Class S He explained the starting up and honours in the Open race. procedure – the Open cars would instantly your

19 CompRes

Top: Chris Butler (328GTB) gives a hard time to newcomer David Goodwin, driving the family Mondial t; Centre: Nip and tuck between Sam Whitman (328GTB) and William Jenkins’s Gulf Oil liveried 308GTB; Bottom: Nicky P-B squeezes past David Tomlin as they brake for Redgate.

occurred at the back of the circuit. Contact between the leader, I’Anson, and the chasing Reeder, but also involving Richard Fenny whose GT4 was being lapped, resulted in the unfortunate Fenny being punted off-course and into retirement, and Reeder taking the lead.

White took over second place.

At about this time Cosby pulled into the pits to retire the 512 with gear selection problems, leaving the order at the front Reeder – White – I’Anson – Marrs – Bourn – Edge.

On lap 9, White moved ahead of Reeder and into the lead while the flying Marrs stole I’Anson’s third place. And this is how it continued to the flag.

Charlie won the race by just a second-and-a-half, while Marrs set the fastest lap in 1:18.439.

Tris Simpson, the only finisher in Class ‘S’, was the winner of his division. Hathaway finished 9th overall but his F355/Ch lost all its oil pressure on the cooling down lap.

In the Classic part of the race, it was the blaring Daytona of Steve Tandy that took the initiative from the start, hotly pursued by David Tomlin, Nicky P -B, and Fred Honnor. Then came young David Goodwin in 11/10ths mode, Chris Butler and David Mountain (with the ex-Rea 308GT4).

By lap 4, Nicky had found a way past Tomlin and was just a couple of seconds behind Tandy’s yellow Daytona, while Honnor and Butler were set the difficult task of how to get ahead of the slower but exceedingly wide Mondial of Goodwin. It was also on this lap that Fenny retired after the previously mentioned incident involving the two race leaders.

We usually see a great contest between the 308GT4s but this wasn’t to be this time. On lap 6 William Moorwood experienced a big bang as he descended the Craner Curves and his GT4 immediately lost all power. Peter Fisk had already retired when he was unable to select any meaningful gears in his Mondial QV. There were lots

CompRes 20

Photo: Jonathan Tremlett

flames. A leaking hydraulic union had dripped fluid onto the car’s hot exhaust.

After momentary “Peter Fisk was unable to select any meaningful panic the gears in his Mondial QV.” fire was of interesting scraps going on quickly doused and happily throughout the order although no damage seemed to have sometimes these had to take been done to Stuart’s pride second place to the necessity of and joy. letting faster machinery get by.

When we had got our On lap 8, Nicky slipped past breath back we assembled in the Daytona, the brakes of which one of the pit garages for the were feeling the strain. However, prize giving. Pirelli’s Martin Tandy was able to keep up the Pallot, who lives just down pace sufficiently to maintain a the road from Donington useful cushion to the warring Park, had come along to Tomlin, Honnor and Butler, these watch the action and he was three being covered by not much inveigled into presenting the more than a couple of seconds. trophies to the winners. At At the finish the order was the end of the informal unchanged. Paul-Barron scored ceremony it was announced that David Edge, by virtue of his tenacious drive to 5th place, was the winner of the OMG Open Driver of the Day salver and with it, the cooling bottle of tip-top David Edge was the winner of the OMG fizz.

Open Driver of the Day. The not only a notable victory but race meeting, despite its also broke the Gp2 lap record in a unusualness, was generally scintillating 1:24.053. Second deemed to have been a placed Tandy was the winner of success although we shall the Gp1 class, his best lap also have to consider carefully being a new lap record in whether we should combine 1:24.378. He will be pleased the two series again in the with that since it beats the future on such a short circuit. formidable time previously set by And the trucks, perhaps, we Bryant in the same car. The Gp3 can do without. winner was the 4th placed On a lighter note, it Honnor, who also set the fastest didn’t escape our notice that lap in his class (although in this Peter Moseley was mobbed case not a record) in 1:25.283. by a group of young Right at the end, when the schoolboys keen to get his cars were back in the paddock, autograph. There’s never a Stuart Anderson’s TR, as if in a fit dull moment for a Ferrari of pique, suddenly burst into driver! 

21 CompRes

Winners all, receiving their trophies from Martin Pallot. Top to bottom: Charlie White, Tris Simpson, Nicky Paul-Barron.

ROUND 6 DONINGTON PARK Sunday 27 July 2008 Pos

No

Driver

Tipo

Class

Laps

Time

Qualify

Pos

1:18.520

1:18.610

1

16:05.854

1:18.721

1:19.053

3

16:15.607

1:18.439

1:18.950

2

1

76 Charlie White

F355/Ch

C

12

16:04.387

2

23 Graham Reeder

F355/Ch

C

12

3

60 Wayne Marrs

F355/Ch

C

12

3 Mark I’Anson

4

Best Lap

F355/Ch

C

12

16:19.482

1:18.917

1:19.224

4

5

85 David Edge

F355/Ch

C

12

16:25.260

1:20.023

1:19.902

5

6

61 Edward Bourn

F355/Ch

C

12

16:29.284

1:19.231

1:20.064

6

7

41 John Shirley

F355

C

12

16:54.550

1:21.965

1:22.755

8

8

71 Robert Pulleyn

F355/Ch

C

12

19:58.268

1:22.590

1:23.062

9

9

19 David Hathaway

F355/Ch

C

12

16:58.669

1:22.972

1:26.858

11

10

46 Tris Simpson

328GTB

S

12

17:14.600

1:22.314

1:23.528

10

11

40 Peter Rowley

F355/Ch

C

11

16:06.319

1:25.202

1:28.421

12

DNF

2 Alan Cosby

F512M

S

4

6:24.864

1:21.721

1:20.730

7

Fastest Laps:

Wayne Marrs

C

1:18.439 (89.83 mph)

Alan Cosby

S

1:21.721 (86.22 mph)

ROUND 8 DONINGTON PARK Sunday 27 July 2008 Pos

No

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

328GTB

2

12

17:23.183

1:24.053

1:24.524

2

2

7 Steve Tandy

365GTB/4

1

12

17:29.971

1:24.378

1:24.324

1

3

6 David Tomlin

328GTB

2

11

16:14.410

1:25.517

1:25.894

4

4

20 Fred Honnor

308GTB

3

11

16:15.167

1:25.283

1:25.188

3

5

5 Chris Butler

328GTB

2

11

16:19.064

1:26.461

1:25.944

5

9 David Goodwin

1

6

17 Nicky Paul-Barron

Mondial t

2

11

16:21.989

1:26.453

1:26.021

6

7

54 Nigel Jenkins

328GTB

3

11

16:23.395

1:26.586

1:27.793

9

8

16 Richard Moseley

308GTB

3

11

16:24.203

1:25.804

1:27.684

8

9

38 William Jenkins

308GTB

3

11

16:27.950

1:25.892

1:27.078

7

10

44 Chris Compton Goddard

308GTB

3

11

16:28.525

1:25.314

1:29.709

14

11

10 Sam Whitman

328GTB

3

11

16:33.184

1:27.616

1:28.201

10

12

72 Ben Cartwright

328GTB

2

11

16:39.861

1:27.489

1:28.866

12

308GT4

3

11

16:42.306

1:27.546

1:28.694

11

13

8 David Mountain

14

15 Peter Moseley

328GTB

2

11

16:47.073

1:28.331

1:28.968

13

15

11 John Swift

308GTB

3

11

16:56.021

1:28.367

1:30.403

17

16

47 Geoff Neal

328GTB

2

11

17:07.793

1:29.963

1:30.005

15

17

24 John Day

328GTB

2

11

17:28.848

1:30.733

1:32.495

19

18

33 Pauline Goodwin

328GTB

2

11

17:30.723

1:30.273

1:31.842

18

19

2 Stuart Anderson

250GTE/TRC

1

10

16:18.456

1:33.855

1:35.563

21

DNF DNF

29 William Moorwood 25 Richard Fenny

308GT4 308GT4

2 2

6 3

10:24.186 5:14.630

1:39.836 1:36.800

1:38.743 1:36.924

23 22

DNF

30 Peter Fisk

Mondial QV

3

3

5:16.115

1:32.151

1:30.360

16

1:33.978

20

NS

4 Didier Benaroya

Fastest Laps:

Mondial t Cab

Nicky Paul-Barron

Group 2

1:23.053 (83.83 mph)

Lap Record

Steve Tandy

Group 1

1:23.378 (83.50 mph)

Lap Record

Fred Honnor

Group 3

1:25.283 (82.62 mph)

CompRes 22

Photo: Andrew Holman

PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 11 GURSTON DOWN 20th July 2008

HE PIRELLI FERRARI Hillclimb Championship circus was now drawn to Gurston Down, near Broadchalk in Wiltshire, and only 105 miles for me and nearer than Longleat reports BARRIE WOOD. Other than myself, living way out west, everyone else had further to travel and from the opposite direction.

A field of 15 Ferraris filled our side of the paddock, which now has a tarmac surface rather than the grass which your writer remembers from his last visit.

Nick Taylor was a non-starter at this event, the only entry to drop out. New to Gurston were Wendy Marshall, Sean Doyle, Adrian Wilson and Jeff Cooper, with the super F360 in light metallic blue (not the only nonred Ferrari on the day as Andy Holman had his battle scarred 348 in grey while Richard Allen's

23 CompRes

F355 is in silver).

A dry mild night and warm morning meant some fast times were expected. Gurston doesn’t suffer from overhanging trees like the aforementioned Longleat, which can give a slippery surface beneath them.

The Ferraris were allocated an early slot; in fact our first runner, Wendy Marshall, was only the third car on the track where, as normal for Gurston, a very early start is the order of the day.

Things got going at 8.30am with first practice. As usual, a small amount of panic gripped the paddock as some competitors weren't ready.

In P1, Wendy, Sean and Adrian were first away and took cautious steady runs. Pauline Goodwin, though, was already in the 41's and John Day (nice to see him on the hills again) was heading up a bunch of 40 second drivers including Wood, Holman and Dark - all within a half

second of each other. Jon Goodwin had brought his Lusso and quickly wished he hadn't after his first run of 43.91. John Marshall didn't let a long gap between visits of several years put him off and recorded 38.96 with the F430. Prior, Spicer and Tomlin were just behind on 39+ second times although Tomlin shouldn't have been, as he went straight on at the Karousel and up the grass bank, causing a small amount of damage and a bit of a fright for the marshals.

Richard Allen, always quick here, blasted up in an amazing 37.82, only a tenth off his best in his F355 (although astonishingly he has been even faster in his 328GTB).

In the paddock after P1, the fast drivers were considering how much they had to do to catch Allen, who was obviously right on the pace. John Day mentioned that he had forgotten to take off his handbrake and only noticed

Photo: Richard Prior

the light on as he crossed the finish line. No damage was apparent, so perhaps it was only partly on!

After the obligatory bacon butties, P2 was upon us and the new kids, Wendy Marshall, Sean Doyle, Adrian Wilson and Jeff Cooper all knocked two or three seconds off their earlier times.

Pauline Goodwin had a moment when she lifted for the finish; this unsettled the car and she spun into the corn field. There was no damage and a good time of 39.94 was recorded. Pauline, as seems usual these days, now spent some 15 minutes clearing debris from underneath her car.

Holman managed to give the slip to the Day/Wood/Dark combo, leaving them in the 39's and joined the 38 second crew head of Prior and Spicer, who also stayed in the 39's. Marshall, Tomlin and a slightly slower Allen

were now in the 38-second bracket. John Goodwin knocked 0.8 off but realised this was not going to be enough. He did try a rain dance later in the day luckily nothing happened!

During lunch the figures were compared and tactics debated.

It was seen that the timing was arranged slightly differently to previously with an additional timing beam at Ashes, the lefthander away Lies, lies, damned lies . . . from Deer's Leap. This gave a time from stood since 2002. It was an Karousel to Ashes; the quickest amazing drive and David was as drivers of our class would do this pleased as punch, but more was in 10 seconds or thereabouts. to come. Incredibly Allen Also three drivers trounced him with a 36.97 had managed 94 (wow!) so Tomlin's record had mph through the stood for precisely two minutes finish line speed trap. before Allen broke it! So that Tomlin, Spicer and meant everything was up for Wood were the grabs in the second runs. perpetrators all in The new recruits all went F355s. Interestingly, faster, with Jeff Cooper coming the 430 of John out on top with a good time of Marshall couldn't 40.61. Wilson got into the 41's, beat these speeds.

Doyle into the 42's, and Wendy After lunch into the 43's. It was a good and with the first performance for her and enough official, most drivers to give her the handicap trophy, went faster. Adrian which pleased her no end.

Wilson knocked a Pauline G, John Day and Andrew huge one and a half Holman all went slower on R2. seconds off his time Your reporter just managed to “Jon Goodwin brought his Lusso and, after the to record a 42.06. pip Prior and Dark by a couple of first runs, quickly wished he hadn’t.” He still Pauline did another hundredths, despite running onto went home as championship leader.

CompRes 24

Photo: Andrew Holman

Photo: Richard Prior

Jeff Cooper was the quickest of the new recruits to Gurston.

39.49 - no spin this time. John Day lost a half second off his best practice time while Wood only improved by one hundredth.

Wendy went quicker, as did Jeff Cooper and, marginally, Sean Doyle. Mike Spicer got into the 38's with a 38.28, about one half seconds faster than his previous best 328 time. This seems to show that Gurston is a happy hunting ground for 328s. John Marshall took another third off with a 38.49, as did Jon Goodwin with 42.8. Holman and Prior both went slower than their best practice times but not by much.

Tomlin had Allen in his sights and set a new Ferrari record with a 37.03, finally knocking Jon Goodwin off his perch – Jon’s record of 37.40 in an F355 had

the grass at Ashes.

Just when Allen thought he had the record in the bag, Tomlin extracted the very utmost from his F355 shaving another three hundredths off the time to take the record, leaving it at 36.95 seconds - absolutely stunning.!

Allen, who was running next, was unaware of Tomlin’s achievement and went a fraction slower with 37.22.

Jon Goodwin knocked an enormous nine tenths off his earlier time but couldn't catch the leaders, even after the application of the PEP adjustment. So, the trophy winners were Tomlin, Allen and Spicer, all in F355s. After the PEPs, Spicer was replaced by Geoff Dark whose 308GTB grabbed the fifteen Championship points score. It is interesting to

note that 0.85 of a second separated Prior, Spicer, Day, John Marshall, Wood and Pauline for the points – all very close.

A very good day of hill climb driving was enjoyed by all. Roll on Gurston Down next year!

GURSTON DOWN Hillclimb 20 July 2008 Round 11 Pirelli Ferrari Hillclimb Championship Driver

Tipo

Pract 2 38.47

H/C

Run 1

Run 2

0/64

split

F355

Pract 1 39.62

H/C pos 1

PEP % +2.25

PEP time 37.78

Pts

19.88

speed traps 86/93

David Tomlin

37.50

37.03

*36.95

2.42

Richard Allen

F355

37.82

38.07

37.50

36.98

37.22

2.27

19.61

86/92

3

+2.25

37.81

17

Mike Spicer

F355

39.88

38.50

37.75

38.28

38.46

2.28

20.65

87/94

6

+2.25

39.14

11

F430 F1

38.96

38.88

37.95

38.49

38.31

2.45

21.47

91/93

8

+3.50

39.65

8

Andrew Holman

348tb

40.79

38.77

38.00

38.83

38.99

2.30

20.70

84/88

11

0.00

38.83

13

Barrie Wood

F355

40.63

39.22

38.75

39.21

39.10

2.36

21.05

85/92

7

+2.25

39.98

7

Richard Prior

348tb

39.81

39.07

38.00

39.12

39.46

2.42

---

83/87

13

+1.00

39.51

9

Geoff Dark

308GTB

40.65

39.91

38.00

39.61

39.16

2.35

---

79/85

14

-1.00

38.77

15

**John Day

328GTB

40.21

39.79

39.38

43.86

2.46

21.05

84/87

Pauline Goodwin

328GTB

41.12

39.94

39.50

39.49

39.58

2.28

21.24

79/79

5

-0.50

39.29

10

Jeff Cooper

360

45.03

42.56

40.00

42.28

40.61

2.69

22.01

89/87

9

+2.25

41.53

6

Adrian Wilson

F355

45.36

43.64

40.75

42.06

41.74

2.60

23.28

77/79

12

+2.25

42.68

4

Jon Goodwin

250 Lusso

43.91

43.17

42.00

42.80

41.91

2.53

22.11

77/74

4

-7.00

38.98

12

Sean Doyle

308GT4

45.75

43.67

42.00

43.62

42.64

2.40

22.79

76/78

10

-2.00

41.79

5

Wendy A Marshall

328GTB

49.70

46.14

44.50

45.75

43.68

2.41

24.62

70/73

2

+0.05

43.90

3

John Marshall

** not a registered competitor

BARC Class Awards: FOC Handicap Awards:

0/64, split and speeds all relate to fastest runs

1st David Tomlin 1st Wendy Ann Marshall

PFHC Points after Round 11

25 CompRes

*new class record

2nd Richard Allen 2nd Jon Goodwin

3rd Mike Spicer

Jon Goodwin Chris Butler David Tomlin

127 115 114

Sean Doyle John Swift Sergio Ransford

27 21 20

Andrew Holman Mike Spicer Richard Prior Philip Whitehead Geoff Dark Richard Allen John Marshall Nick Taylor Pauline Goodwin Richard Preece Barrie Wood Brian Jackson

108 92 88 86 78 74 66 65 64 48 44 28

Peter Rogerson Jeffrey Cooper Andy Grier Tracey Haynes Charles Haynes Wendy Ann Marshall Peter Wilson Adrian Wilson Colin Campbell Andrew Duncan Edward Briscoe

17 16 15 15 14 14 12 10 6 4 4

20

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Tel: 01759 301010 Email: motorsport-tvl@btconnect.com Web: www.motorsport-travel.com

CompRes 26

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Unit E, Station Works, Lyndhurst Road, Ascot, Berkshire SL5 9ED Tel: 01344 622011/Fax: 01344 622033 Email: qvlondon@btconnect.com Website: www.qv-london.com

SUMPS, CON RODS, BEARINGS, UPRATED & STANDARD DAMPERS, LIGHTS,

BORLA PERFORMANCE EXHAUST SYSTEMS, ECUs, VALVE GUIDES,

Q.V. FOR PARTS SERVICE REPAIRS CRANKSHAFTS, DISTRIBUTORS, AIRHORNS, BRAKE DISCS SPRINGS,

STEERING WHEELS, PISTON RINGS, INTERIOR TRIM, ANTI-ROLL BARS, SERVO UNITS, CAMSHAFTS, AIR BOXES, CROWN WHEEL & PINIONS, PARTS BOOKS, FLYWHEELS, DRY SUMP KITS, GEARBOX INTERNALS, SEAT ADJUSTERS, PISTONS, FUEL TANKS ALTERNATORS, BUMPERS MASTER CYLINDERS, DRAIN PLUGS, CYLINDER BARRELS, METERING DEVICES, BONNETS, LIGHTWEIGHT BODY PANELS, STARTER MOTORS, ADJUSTABLE WARM-UP REGULATORS, CARPETS, CARBON CANISTERS, OIL FILTERS, CAM PULLEYS, GEAR KNOBS, STUFF

Mike and Graham Reeder Performance and Specialist Cars

Maranello Ferrari Challenge Champions 1998 and 2000 Fixed Price Servicing - Race Preparation and Track Support - Tyres Supplied and Fitted Electronic Wheel Balancing - Personal Service Guaranteed

The Garage North Newnton Pewsey Wiltshire SN9 6JU Tel 01980 630327 Fax 01980 630015 E-mail enquiries: gcreeder@aol.com

Choose from a Turn Key Service to Technical Support On the day.

Various Packages available

27 CompRes

WREN CLASSICS

‘The South’s Premier Preparers’ Contact: Steve Farthing Tel: 01747 852899 Fax: 01747 854988 enquiries@wrenclassics.com