FERRARICOMPETITIONRESULTS
CompRes
FERRARI ONE - TWO IN THE GERMAN GRAND PRIX
ISSUE 056 JULY 2010
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 MAGNIFICO!
managed to do. For us, however, all this huffing and puffing doesn’t detract from a significant Ferrari team win. It prompted the opening at Chevy Chase of an bottle of that incomparable Chateau Clarke to mark this auspicious occasion. We have one or two more bottles in the racks so I am looking forward to getting the corkscrew out again in the very near future. Bravo!
Pirelli Ferrari formula classic
Sign On and Scrutineering 08.40 Qualifying 10.55 Race 16.50 (20 minutes) Sign On and Scrutineering 09.30 Qualifying 11.55 Race 18.00 (20 minutes)
The cover of this issue of CompRes is in celebratory red livery as we honour Ferrari’s OneTwo victory in the German GP at Hockenheim. This impressive result is a tremendous fillip for Pirelli Ferrari the team and demonstrates what Open significant advances have been made to the F10-284 in recent weeks. The controversial manner of Alonso’s win over Massa has occupied many thousands of column inches of the world’s OULTON PARK sporting press. However, we at TRAILER TRIBULATIONS As indicated in the last CompRes Towers are not wetting On the way to Knockhill at our pants as so many other edition of CompRes the next race the end of June, my route took observers seem to be doing. The meeting featuring our two Ferrari me across the country from the rule that Ferrari appear to have series is at Oulton Park on A1 to the M6 via the A66 (Scotch broken is such a silly one that it Saturday, 21st August. Our Corner to Penrith). Although the is surprising it was ever put in F1 hosts, AMOC, have arranged an A66 has been upgraded to dual regulations in the first place. ambitious programme of races carriageway for much of its Formula One is, and always which should be fascinating to length there are still sections of has been, a team sport. Team watch and even more fascinating single carriageway. It was on members, whether in football, to compete in. one of these roads that my cycling, cricket or motor racing, The provisional timing of heavily laden Toyota tow car with are contracted to do what they events in which Ferraris will be its Ferrari bearing trailer was are told by the management. To involved is as the accompanying picked up by a speed camera. imagine that racing drivers, once table: The subsequent in the car, can simply do as Notice of Prosecution stated they please is simply WHAT’S ON I had been clocked at 62mph unrealistic. Most of those and, because I had exceeded howling for Ferrari’s scalp 50mph, would therefore be and demanding the team is AUGUST 21 Oulton Park: Pirelli Ferrari subject to a £60 fine plus ejected from the World formula classic Round 9; three penalty points on my Championship are either Pirelli Ferrari Open Round 9 licence. I mentioned this to completely naïve or have one or two trailer toting no understanding of 30 Castle Combe: Pirelli Ferrari friends who said they didn’t Formula One. formula classic Round 10; even know that trailers were That said, the way the Pirelli Ferrari Open Round restricted to 50 on a single instruction was conveyed to 10 carriageway. Felipe Massa was cackSEPTEMBER 18-20 Goodwood Revival Race So, for the benefit of handed to say the least. Meeting any others who may not be Most of us, if we worked for aware of this daft law, let the Ferrari F1 team, could 19 Shelsley Walsh Hillclimb me confirm the speed limits have made a far better and that apply to vehicles in the more subtle job of it than 21 FOC Silverstone Arena Track UK in the table overleaf: Domenicali and Smedley Day
1 CompRes
Single Carriageway
Dual Carriageway
Motorways
Cars
30
60
70
70
Cars with trailers
30
50
60
Goods Vehicles under 7.5 tonnes
30
50
60
Goods Vehicles over 7.5 tonnes
30
40
50
Photo: SwiftyPix
CHRISTIAN and LIZ
bride looked stunning, the Champagne flowed freely, and everyone had a fantastic time. We wish them both a long and happy life together.
FLIPPING A COIN
Steve Farthing, who runs Wren Classics and sits on our PFfc race 60 committee, had a scare at the Silverstone Classic meeting. On the Friday 70 qualifying day, his CooperChevrolet T61 V8 overturned when he was 60 being towed by a circuit rescue truck. The problem arose when the Cooper’s diff locked up and the car started to go sideways. Despite Steve’s frantic waving the tow vehicle continued apace. Fortunately he had fastened his harness and was wearing his helmet, so happily he suffered no injuries.
FERRARI RACING IN 2011
One of the most spectacular sporting events of the summer was the wedding of Club director and hillclimb specialist, Christian Mineeff, and Liz Malone. On Saturday, 31st July (a date they thoughtfully chose so as not to conflict with any Ferrari racing or hillclimbing competition) Christian and Liz tied the knot at the little village church of St Martin’s at Shutford, just a short stroll from their lovely home. The day was sunny, the
Although it is really far too early to be talking about next season’s race programme, just to whet your appetite we can tell you that we have made preliminary arrangements to take the Classic and Open series to two overseas race meetings next year. At the end of May we plan to go to Spa-Francorchamps for a repeat of this season’s successful sortie to this most perfect of circuits. And then, on the first or second weekend of October, we aim to be at Nürburgring with the ADAC on the Grand Prix track. It is some years since we last raced in Germany so there will be lots to learn!
Fiat appear to be in deep financial trouble, with a devastating 36% drop in registrations from a year earlier. So no doubt to boost sales they have jumped on the Ferrari bandwagon by introducing the Abarth 695 Tributo Ferrari. As you will see from the photo, this little buzz box is dressed up to look like a proper car, with Scuderia-style stripes on its rosso corsa paintwork. And the price of this 1368cc-engined scarlet fizzer? An eye watering £29,600 in basic trim. For less than half that money you could have the real thing – a very nice 308GT4. Admittedly it wouldn’t have the electronic stability programme (ESP), the torque transfer control (TTC), a ‘Sport’ button (SB), nor the stripes, but it would be a Ferrari!
GETTING PLASTERED Photo: Chris Butler
Built Up Areas
UK Maximum permitted speeds
NIL DESPERANDUM There’s no limit to what some motor manufacturers do in desperate times. One of the most amusing but probably daftest is the announcement by the Fiat Group of a new version of their Abarth 500.
Earlier in the summer, Ferrari hillclimber and purveyor
CompRes 2
of upmarket motorcars, Adrian Wilson, had the misfortune to fall off a wall as he attempted to prune a tree in his garden. The unfortunate result was a broken leg which necessitated some weeks in a plaster cast. Having dinner with him soon afterwards, we were pleased to note that despite the inconvenience of the unbending leg he was still smiling. Hilary Tomlin, who is clearly something of an artist when it comes to Ferrari logos, decided some decoration of the bland white plaster might cheer him up some more; the skilful result can be seen in the photo.
CASTLE COMBE Entries close shortly for our PFfc and PFO races at Castle Combe on August Bank Holiday Monday, 30th August. Details were given in the June issue of CompRes including the hospitality arrangements. Since then we have despatched entry forms, supplementary regulations, hospitality booking forms, etc to all registered competitors. Hospitality forms have also been sent to local FOC AMOC Intermarque
Pirelli Ferrari formula classic
Pirelli Ferrari Open (Tri-Marque Challenge)
Sign On 07.00 - 0730 Scrutineering 07.30 - 07.55 Qualifying 08.40 Race 14.40 (20 minutes) Sign On 09.10 - 09.35 Scrutineering 09.35 - 10.00 Qualifying 10.35 Race 15.15 (15 laps) Sign On 10.00 – 10.25 Scrutineering 10.25 – 10.50 Qualifying 11.20 Race 17.25 (12 laps)
3 CompRes
Area Groups. PFO competitors should note that we have persuaded the organisers to increase the duration of the Ferrari-Aston Martin-Porsche race (to be called more descriptively the 'TriMarque Challenge') from 10 to 12 laps. The provisional timetable for Ferrari activity is shown in the accompanying table.
FERRARI AND WILDLIFE It seems that whenever we go on tour to far-off race venues, we encounter unusual wildlife. At the end of May, when we were racing at Spa, most of us stayed at the charming Auberge du Wayai. Apart from having the usual accoutrements of a hotel, the Wayai also boasts a small zoo, with ponies, deer, goats, swans, geese, ducks, ostriches and a particularly vociferous pair of peacocks. The newest arrivals are a family of kangaroos (Anne says they are wallabies) which I feature here.
The Auberge du Wayai’s family of
When, the following month, we went north to Knockhill it will come as no surprise that we met up with the Haggis. For Sassenachs like myself this creature is a bit of a mystery so I decided to do a spot of research. And this is what I found out. The Haggis has, for many hundreds of years, formed an important part of the history and diet of the Scottish people. However, very little is known of this amazing creature which still roams freely in some parts today. In earlier times, however,
The Great Haggis.
there were two species of Haggis. In addition to the Lesser Haggis of today there was the more popular and therefore less numerous Great Haggis. In the rugged Scottish Highlands where it was able to exist and multiply reasonably successfully, the Great Haggis enjoyed a measure of protection. Not only did the hunter find the terrain difficult but the creature’s legs had developed to be shorter on one side of its body than on the other, and so were ideal for swiftly running around the side of steep mountains. This gave it a considerable advantage in the chase, but gradually man took his toll of the Haggis herds with a most lethal weapon: his intelligence. The hunter would chase the Haggis and wait until it came back around the mountainside. Having its legs so developed the poor beast couldn’t turn around to escape without falling to its doom. However, for many years a solitary specimen of Great Haggis roamed the kangas. Central Highlands successfully evading capture. By some freak of nature its legs had developed short in the front and long at the back so it could run fast to the top of the mountains. It could also run down at speed but, of course, backwards. In the autumn of 1743 a hunting party of local clansman were returning to their home village in Central Fife when they sighted the huge Haggis skewered on a very pointed fir tree that grew close to the mountainside. It was obvious from the look on its face that it
Photo: SwiftyPix
had met its (and the tree’s) end suddenly whilst running backwards down the steep slope. Its length was almost 1.2m with a 1.8m girth. It was truly the Great Haggis. The scene of the triumphant homecoming, at a place close to what is now called Glenrothes, was recorded for history by one, Buik Heggie, one of the few artists of the time. The engraving is now hanging on the walls of Keavil House Hotel.
JAN GIJZEN
Concours judge Stuart Ross casts an expert eye over the array of Dinos lined up for inspection at the Fosker Engineering Garden Party.
Now we are at the height of summer, garden parties are in full swing. And if you love Ferraris, there was no better party to be at than Fosker Engineering’s Concours d’Elegance and Garden Party, held in the middle of July. Jeff and Colin Fosker had attracted a huge collection of immaculate Ferraris, plus a few other prestigious Italian marques, to the beautifully kept grounds of a private house at Ightham Warren, just down the road from
Brands Hatch in sunny Kent. We were entertained by ventriloquist Roger De Courcey, accompanied, of course, by Nookie Bear, special guest David Piper regaled us with tales from the race track, the ice-cold Pimms was deliciously refreshing, and everyone had a jolly time.
Photo: SwiftyPix
MEET THE FOSKERS
Photo: Michael Tange
While many of us were sweltering in the heat of Zolder at the PFfc and PFO races, our old pal Jan Gijzen, who was our guest at Spa this year, was doing great things at the equally scorching Le Mans Classic event. Jan strapped some Marchal lights on his 275GTB for the night race and beat all the other Ferraris in Plateau 5 of the Performance Index classification. He finished all three races in overall 15th place, beating such famous pilots as Dickie Attwood (Porsche 917), Paul Knapfield (Gp4 Ferrari Daytona) and Carlos Monteverde/Gary Pearson (Ferrari 512S). “The car,” reports Jan, “drove like a clock!” We hope to see Jan again and his delectable 275 in the very near future.
“David Piper regaled us with tales from the race track.” Jan Gijzen and his gorgeous 275GTB at the 2010 Le Mans Classic.
CompRes 4
RA’s HILLCOMMENT
Gurston Down is a strange sort of hill – very fast and a little nerve wracking. Strangely, it has never seemed to suit the really powerful Ferraris as much as you would expect. For very many years a 328GTB held the Ferrari record at 37.19 and, despite attempts by many of us armed with F355s, 360s, 550s and so on, it was only in 2008 that a couple of F355s finally broke this record with very high 36-second runs, and David Tomlin just clinched it. I did not get to the recent Gurston round, but knowing John Marshall was taking the 430 Scuderia, and had been down there for extra practice, I predicted he would take the record easily – maybe by half a second or so. Not many people are aware that John had a big fright at Gurston some years back, having a huge incident
5 CompRes
when he jumped a five bar gate with his 328GTB. Did this put him off on July 18? Not a bit. He was sensationally quick with the Scud, lowering the record to 35.22, where it will probably remain for many years to come!
came and had a chat with Peter and me - it seems she too feels the same way about our Club series. A Silverstone Classic highlight for some of us was on the Saturday night after the customary barbecue. Robin Ward, whose garage was less than a minute’s walk from our location, suggested we went over to help finish his food and drink. I said “Only if you send your bus.” You may not know that Robin, who was back to back FOC Hillclimb Champion in 1999 and 2000 with that legendary blue 308GTB featured in this column last month, has a superb Routemaster double decker. He soon arrived, armed with this huge machine and we all piled aboard. His wife, Sharon, made an admirable conductor and Robin took us around the Silverstone estate at surprising
The Silverstone Classic is always a lot of fun and I usually spend three days there helping Peter Everingham and the PHR chaps managing our very big Ferrari car park. With 120 Ferraris present on Saturday there was the opportunity to meet and talk with many Club members as you can imagine, but even so we were able to sneak off from time to time to watch the racing. The sixties Sports and GTs are always a terrific spectacle, as are the big-engined saloon cars. Nowadays the Jaguars are not in the reckoning, but the front-running Falcons and Mustangs are very exciting machines. Sadly though not much of this historic racing is reflective of what happened in period. A 330GTO struggled to win from an Aston Martin DB4GT, when back in the sixties a 250SWB could have handled it. Whilst browsing the paddock I bumped in to long-time Ferrari hillclimber John Dobson. He races an Alfa Romeo 2000GTV in HSCC Historic Saloons nowadays but admitted to really missing the Ferrari hillclimb scene and all that went with it. Later on, back at the Club All aboard the Damax Routemaster! park, his wife Viv
Photo: Robin Ward
Five Rounds to go for this season and Chris Butler looks to be in an unassailable position after pocketing a couple more maximum point scores at the Loton double header reported in this issue. Any hope second place man Richard Prior had of catching Chris up went when John Marshall took the maximum score at the following round, at Gurston Down on July 18th. I am not a betting man but trends so far this season suggest that Richard looks reasonably safe in second overall, though 2009 champion Nick Taylor will chase him hard even though carrying the winner’s handicap PEP. OK, we may not have a down to the wire contest here but there has already been some great competition, with Butler consistently fast, Taylor and now Marshall setting new class records, and Prior showing the smart money could be on him for 2011 as he settles in to F355 pedalling.
old is anyone’s guess, but maybe pre-eighties? Leather fetishists should be encouraged by the latest offerings on new Ferraris. Quite apart from different seats and a myriad of leather and piping choices, you can opt for ‘Dirty Effect’ or, better still, how about ‘Dull Spotted’. I guess there has been some problem in the translation here and that Dirty Effect is really antique or distressed. ‘Dull Spotted’ though is trickier and sounds contagious. Maybe next year you will be able to choose ‘Wine Glass Rings on the Dash’ effect?
Silverstone’s new Arena GP Circuit.
speed. You can imagine that the atmosphere aboard was somewhat hysterical! Silverstone’s new Arena GP Circuit we have booked at not inconsiderable expense for Club members to find out where it all goes in their Ferraris. The date is September 21st and this is one not to miss. Even if you cannot get your car along there is always the opportunity for a ride out in the vast assortment of Ferraris that will be there on the day. Make sure you have the date of this first time out on the new GP circuit in your diary! Snetterton Track Day recently on July 14 was great fun even though the entry was on the light side. I took along my 575, a Ferrari which is notoriously difficult to stop out on the circuit as it isn’t endowed with the most generously sized brakes. After collecting a set of new Pagid Blue front pads brought along by Robin Ward and kindly fitted by Club member Ian Button, I was
able to take a few people around including our Club Secretary’s private surgeon. He seemed a brave sort of chap and offered to replace some of my parts, but that’s another story. Out on the circuit the interesting stuff was being provided by Andrew Holman – he had his familiar yellow F355 on slicks and was making prodigious progress, even keeping up with one or two Scuds. I made sure to keep well away from him! Ethanol again you may recall from previous comment in this column that there is ethanol appearing in some petrol, and this will be on the increase due to the need to use more biofuels for the future. Ethanol is good for power, great if you are a corn farmer and poor for mpg. It also mixes with water and inevitably encourages corrosion, being particularly unfriendly to the materials used in older cars’ fuel systems. You need have no concerns about ethanol unless running older machinery – how
New car designs are, in most respects, exceptional with huge progress being made – the latest diesel engines being an example. In some areas, though, one wonders, with the excessive and unnecessary overuse of electronics, and even going backwards on basic stuff like the difficulty of connecting seat belts since they decided to bury the receptacle down the side of the seats. Then there are those near horizontal windscreens that ensure huge A-pillars and dashtops, not to mention poorer visibility. RA column content as you can see this time around is not necessarily easy for me to assemble. I am always on the lookout for any newsworthy possibilities about anything or anybody related to the Club hillclimb series, and will greatly appreciate any input you may have. I can be reached by email: allenanglia@btinternet.com and phone: 01787 247639 or 01449 741399. PFHC Prizegiving Dinner is coming around soon, although it seems only like yesterday we were at the last one. Early in August I am meeting Sally Maynard-Smith and Richard Prior at Moore Place Hotel to make what we hope will be even better arrangements than for 2009. The date of the event is Saturday, 23rd October, so please make a note of this now.
CompRes 6
PRIORITIES A gentle reminder! Although we are over halfway through the season, we must still bear in mind the appearance of our cars at the remaining Hillclimb and Sprint events. I'm not thinking of the cars themselves, which are always presented clean and how you would expect a Ferrari to look, but the number plate stickers and door panels which carry the race numbers. These are not intended to last forever and will occasionally need replacing, but please try to keep them clean (a cloth with white spirit or petrol is ideal for removing the sticky residue from race numbers). Insulation or magic tape isn't expensive to affix them to the car so please try to keep it neat and tidy when it's applied at the start of an event. Remember that spectators will be looking at you as you speed up the track and they also expect a Ferrari to look its best. Most drivers know that I always bring replacement door panels and number plate stickers to every event, and of course won't be offended if you ask for them. Busman’s Holiday! Occasionally your day-to-day work crosses over into something more interesting and, although I work in Motorsport, I rarely get the chance to see anything like a car on a racetrack. I couldn't believe my luck when I was invited to an Italian Motorsport Industry day (in High Wycombe!) which involved meeting with potential customers and similar companies to ours from the Modena area. The meeting was
7 CompRes
rprior348@yahoo.co.uk
With Mauro Forghieri.
located inside an Italian sports car workshop surrounded by Ferraris and Lamborghinis. One of the Italian contacts from a specialist engineering company in Modena turned out to be Mauro Forghieri, a legendary figure in Ferrari history. Forghieri is an engineer who has the ability to design a complete car and was involved in the final development work on the 250GTO. He was also the man behind the change
to mid-engined cars such as the 330P3 and 250LM. Mauro was at the forefront of the company's Formula One campaign during the 1960s with cars such as the 158 Dino, during the ’70s with the 312 series, and into the ’80s with the Turbo era machines, many of them Championship winning cars. Now aged 75 but still very sharp, he noticed my small Ferrari prancing horse lapel pin, and suddenly we were talking about Ferraris, the Ferrari Owners’ Club and hillclimbing (my F355 was parked nearby with all the scrutineering tickets still in the side window!) He recalled the midsixties, when Jim Clark took the Indianapolis type Lotus to compete at a small hillclimb event in France. The Lotus was, of course, a bit of a challenge to drive on a twisty hill (even though it was fitted with symmetrical suspension geometry on this occasion). Mauro remained with Ferrari until 1987, but his enthusiasm for the marque still shows and he was happy to stand and reminisce for a while. What a charming and interesting gentleman to meet during a day at work!
Photographs from the Ferrari archives.
Photo: Joshua cornes
PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 8 LOTON PARK I 8th JULY 2010
L
Full Chat at Loton 1
OTON PARK, superbly organised by the Hagley and District Light Car Club, was the second doubleheader hillclimb event on the 2010 calendar, and one of the Ferrari competitors’ favourite venues reports RICHARD PRIOR. The Saturday always has the competitors descending from all corners of the country and at varying times. Due to a few later arrivals and some cars not being quite ready at first practice, the lenient organisers let the Ferraris run out of program order. Whoever was in their car with a helmet on was called forward. Unfortunately, from the very start of the meeting, a 2-litre Escort had left a trail of oil all the way from the start to the finish. We had been warned about it before we approached the start line, but it was slightly off-putting when the cement dust trail stopped on the straights and recommenced at each corner. Charles Haynes made a welcome return to the Championship in the 328 GTS,
and surprisingly it was only Jon Goodwin’s third appearance of the season, using the 550 Maranello (borrowed from Pauline). Chris Butler (F355) was fastest in first practice, but had to take some short cuts over the kerbs in the Esses and received a few marks on his alloys (they are quite vicious on the inside of the left-hand corner). He was followed closely by Nick Taylor (348 GTC) and John Marshall (430 Scuderia). In P2, Peter Rogerson (360 Modena) was so pleased with his new starting technique that he employed the same tactics again, and improved his 0-64ft time further to 2.36 seconds. In hillclimbing, where sometimes the first three places are covered by just hundredths of seconds, the start can make a big difference (including psychologically, as you know straight away if you’ve had too much wheelspin and could have spoilt the run already, and the resulting red mist doesn’t help either).
Tracey Haynes improved on her first run by 2.5 seconds, Charles Haynes and Sergio Ransford (308 GTB) were both gazumped by Pauline Goodwin in her 328GTB as she put in 66.68 (unfortunately her best time of the day). Chris Butler was flying now and was ¼ of a second up at the midway split but up at the top of the track he went off at Fallow in front of the assembly paddock area and clocked 66.28. Taylor had a better start (2.41) and, although slower at the split than Chris, managed to stay on the track to the end and put himself at the head of practice times with 61.27. John Marshall finished in 62.88, despite a moment between the right and left-hander at Keepers (when his feet slipped off the pedals) and then followed that by out-braking himself later in the run at Fallow corner, putting two of the Scuderia’s wheels on the grass. He continued without even a pause. After all that excitement we stopped for lunch (and not a
CompRes 8
Photo: Andrew Holman
happy to not only beat her handicap target (by 0.58) but also her personal best by over 0.67 sec. Sergio also put in his fastest run of the day with 67.94 which put him ahead of Rogerson on scratch. Richard Allen (328GTB) put in a banker Tracey Haynes (328GTB) was the quickest run of 66.46, lady driver at Loton Park on Day 1. which was almost 2 seconds short of his best effort of the morning List 1A tyres. 60.27 seconds put mainly due to a big lock-up going Nick firmly in the lead, with all into the first left-hand corner: no expectation now on John Marshall damage or contact with the in the 430 Scuderia. He was 0.86 barriers but we could see the of a second down on Nick at the hazy cloud of tyre smoke from halfway split, but managed to the paddock. Andrew Holman regain some ground up the fast was now on the ball in his F355 steep remainder of the track, with 65.54 seconds, while Jon finishing 0.6 of a second behind Goodwin bravely guided the 550 at the finish. Maranello up in 62.18 seconds All the Ferrari drivers (which now took the handicap composed themselves for the award away from Rogerson). final run. There was much at Richard Prior (F355) had a stake, including who would buy smooth run with 61.98, but Chris the drinks in the bar that Butler was putting everything evening. into his attack, braking so hard Ian Chadwick finished the day into Triangle that his ABS light on a high, his fastest start time flashed on (a rare thing for Chris and finish of the weekend on as he’s usually smooth on the 75.65 seconds; Pauline Goodwin, power and the brakes). As he Peter Rogerson and Colin reached the top of Cedar Straight Campbell were slower but Wendy and braked heavily again for -Ann Marshall was back on form, Fallow corner, the ABS had given lopping over 2½ seconds from up completely and the light her first run and finishing the day stayed on until the on 76.98. Tracey Haynes was end of the run. It’s 0.4 slower (although it was still strange to see a under her handicap target) but 355 producing tyre Charles Haynes improved on his smoke, just like despite a slow start of 3.26 - and RA’s 328! Nick took the 328GTS up in 73.33 Taylor had no such seconds. Sergio was slower but problem though, the his 9th place on scratch was safe grippy List 1B tyres thanks to his first run. doing a fantastic job Andrew Holman improved to on the deer dung64.30 which helped to get him smeared tarmac (I ahead of Tracey and Sergio once wonder if the tyre the PEP factors had been applied. companies test 10 pts went to Andrew, 8 for under these Tracey and 9 for Sergio. Richard conditions) and was Allen had a smoother run without over a second drama and a time of 65.63 which Richard Prior hard at work logging the times, quicker than his picked him up 12 points on PEP. assisted by Charles Haynes. personal best on Jon Goodwin took another 4
9 CompRes
Photo: Joshua cornes
portion of chips in sight) as Jon Goodwin had arranged with the staff at nearby Old Hand and Diamond pub to provide a splendid BBQ on the green slopes of the deer park. No venison on the menu this time, but just about everything else you could want to keep your strength up for more hectic sport in the afternoon. The first official runs began with Ian Chadwick (348) now down into the 75-second bracket, and Pauline Goodwin posting the best 0-64ft time of the day with 2.33 seconds. Hot on her heels, though, was Peter Rogerson, getting the 360 to leave the start line with amazing traction and the fastest 0-64ft time for that tipo at Loton of 2.34 seconds. Considering it has the F1 paddle change (which hasn’t been popular or successful with 355s or 360s up to now), Peter has really got the knack of a lightening start, and continued with the same momentum up the hill to beat his handicap time by 0.59 sec. Colin Campbell followed with his best official time in the 246 Dino of 92.72 seconds but had lost his competition number on the ascent. As it was lying on the track, the officials brought out the red flags for the next cars (both 328s) of Wendy-Ann Marshall and Tracey Haynes. On the re-run with warm tyres Wendy had now broken the 80 second barrier, and Tracey was
hundredths from his time in the 550 and took home 13 points, while Prior had finally got the hang of a quicker start and made it to the finish in 61.35, only to be beaten by 2 hundredths of a second by Chris Butler, who was very pleased with 61.33. Only John Marshall could stop Nick Taylor now. The only two drivers in the 60-second bracket from their first runs were now head to head. Nick had the better start, 2.35 against John’s
2.45. At the split before Triangle, they were both slower than their first runs of the afternoon, with Nick now slightly ahead, but the 430 Scuderia could use its power on the straight and up the hill. As they appeared into view at the top of Cedar Straight the Scud was moving at a fantastic rate, but Nick’s 348 GTC seemed to flow much better around Fallow and Museum corners. Marshall’s time was 61.41 and slower than his previous run, but Taylor had
reduced his time even more, stopping the clock on 59.96 with a superbly controlled run. There have only ever been three Ferraris below 60 seconds at Loton Park and Nick thoroughly deserved the 15 points that he collected after the PEP factor had been applied to his time. Chris Butler took another maximum 20 points, by just two 1/100ths of a second from Prior, on 17 pts.
LOTON PARK 10 JULY 2010 Pirelli Ferrari Hillclimb Championship Round 8 Driver
Tipo
Pract 1
Pract 2
H/cap
Run 1
Run 2
H/c pos
Nick Taylor
348GTC
63.42
61.27
60.00
60.27
59.96
5
John Marshall
430 Scud
63.74
62.88
59.60
60.87
61.41
Chris Butler
F355
63.07
66.28
60.00
61.76
Richard Prior
F355
65.17
63.04
61.50
Jon Goodwin
550 Mar
65.54
63.39
split
PEP %
PEP time
2.35
23.42
+2.5
61.46
15
8
2.43
23.91
+5.0
63.91
11
61.33
9
2.37
23.79
0.0
61.33
20
61.98
61.35
4
2.32
24.13
0.0
61.35
17
63.00
62.18
62.14
1
2.68
24.43
-1.0
61.51
13
F355
71.40
73.03
64.00
65.54
64.30
6
2.42
24.71
0.0
64.30
10
Richard Allen
328GTB
68.25
64.56
63.00
66.46
65.63
12
2.43
25.61
-3.0
63.66
12
Tracey Haynes
328GTB
72.89
69.41
67.60
67.02
67.42
3
2.39
26.15
-3.0
65.00
8
Sergio Ransford
308GTB
72.52
68.85
67.00
67.94
68.15
7
2.58
26.83
-4.5
64.88
9
Peter Rogerson
360 Mod
70.91
70.97
69.00
68.41
70.82
2
2.34
27.13
+1.0
69.09
7
Pauline Goodwin
328GTB
71.19
66.68
65.30
71.56
88.88
14
2.33
25.43
-3.0
69.41
6
Charles Haynes
328GTS
77.55
73.01
68.50
73.56
73.33
13
3.26
28.85
-3.0
71.13
5
Ian Chadwick
348GTS
79.51
77.32
74.00
75.74
75.65
10
2.55
29.25
-1.0
74.89
3
Wendy Ann Marshall
328GTB
92.58
81.17
75.00
79.66
76.98
11
2.57
30.60
-3.0
74.67
4
246GT
96.64
90.73
81.00
92.72
92.98
15
2.90
36.98
-6.5
86.69
2
Andrew Holman
Colin Campbell
64ft
H&DLCC Class Awards:
1st Nick Taylor
2nd John Marshall
FOC Handicap:
1st Jon Goodwin
2nd Peter Rogerson
Pts
3rd Chris Butler
CompRes 10
Photo: Andrew Holman
PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 9 LOTON PARK 2 9th JULY 2010
AN YOU HAVE TOO much of a good thing? Probably not, and as Loton is most people’s favourite hill to drive, this double header weekend should have satiated most of our drivers writes RICHARD ALLEN. Sunday morning, the Ferrari hillclimbers were still recovering from that huge dinner organised by Jon Goodwin at the nearby Old Hand & Diamond pub just over the border in Wales. The huge part was the portions of food served – unusual nowadays when binoculars should be laid up on the table besides cutlery. A leisurely start ensued as the Ferrari class was well down the running order, and we were relieved to be using the same competition numbers as Saturday, unlike in 2009.
11 CompRes
Overnight there had been some rain but despite a cool and misty start the weather for the day soon became quite agreeable. With the same impressive Ferrari line-up it would be interesting to see whether there would be any change in the competitors’ fortunes. Nick Taylor (348GTC) looked set to go even faster and maybe crack the relatively new Ferrari class record set by the amazing 430 Scuderia ridden to victory by John Marshall in 2009. Maybe John could lower the mark again, too, and you could be sure Chris Butler would be in the mix. The conditions seemed conducive to some fast times as practice got underway. Unsurprisingly it was Taylor who rushed off to head the chart on the first, with a pretty cool 60.26 from Butler’s F355 at
60.89, and Marshall some way back on 61.97. At the same time there was some interesting competition shaping up amongst the smaller tipos, with Pauline Goodwin’s 328GTB on 67.92, just heading the 68.06 from Sergio Ransford’s 308GTB. Tracey Haynes has raised her game lately and looked likely to get in to the mix with her 328GTB and was not far adrift. By the time second practice was completed, Nick Taylor held a comfortable lead with an impressive 59.44 - below the existing record. Chris Butler was at 60.68 and had nearly been caught by Richard Prior – with a remarkable 60.89 he had moved his ex Mike Spicer F355 ahead of Marshall’s Scud. Jon Goodwin was also on the case, really wringing out the big 550 Maranello with a 62.60, as did Mrs Goodwin pushing her 328GTB
Photo: Andrew Holman
to 66.09, which was to be her best of the day – not too handy as this was just practice! Tracey Haynes, beginning to stretch her 328, was now at 67.23 and one hundredth ahead of Sergio Ransford. There was much to intrigue elsewhere, with Peter Rogerson really flying his 360 Modena off the startline for some impressive 0-64ft times in a car not noted for ease of departure. A long lunch break was made very enjoyable, not only by a repeat of the Old Hand & Diamond staff’s paddock barbecue for the Ferrari drivers, but the special Ferrari line-up when one of our people thought it would be a good idea to really line up the cars immaculately and take a group photo. This proved none too easy and there were several near collisions before things were looking ship shape you could see our antics were amusing many of the other competitors. Anyway, it did all look very impressive and the resulting pictures made it worth the effort. Eventually it was time to get back to the runs that really counted. After Nick Taylor had put in that storming mid-59 second run in the second practice, I said to him in the top holding paddock that a high fifty eight was within his grasp. Sure enough, he took the new record with a super fast time of 58.99 and looked to have it all under control as he went about it. Chris Butler improved some more to hold second at 60.25 and John Marshall sharpened up with a 60.81 to push Prior back to fourth. Jon Goodwin put in his best at 62.44, as things closed up with the girls in their 328s: Pauline at 66.40, then Tracey closer than ever before with 66.73. Sergio spun at Fallow, his 308 difficult to control over the surface irregularities with those Scammel springs. Andrew Holman also got into difficulties. Having been red flagged and restarted he turned out to not have enough fuel in his F355 and spluttered somewhat up the Cedar straight.
Variety is the spice of life. Your scribe, Richard Allen, surveys the amazing mix of Ferrari tipos that take part in our hillclimb Championship.
Looking at the rest of our runners, we had Colin Campbell with the 246GT (now using Red Bull so paddock gossip had it). He ran off a string of 88-second runs, showing great consistency if not ultimate pace, and was down the road some way from Wendy Marshall - consistently in the mid-seventy fives and in touch with Ian Chadwick. Hillclimb newcomer Ian, on his first visit to Loton with his 348ts, enjoyed himself immensely and made steady improvements to 72.10 - a time that was to win him the Club handicap competition. Charles Haynes, out for the first time with his 328GTS, wound up with a creditable 70.41, his car being one of only two or three present that is truly in showroom standard. Peter Rogerson was going well with no mistakes and making those fast starts look easy – he finished on 68.42. A couple of seconds or so ahead were the closely matched Sergio, Tracey and Pauline, though Sergio’s final run at 66.83 was near enough to put him ahead of the two girls on points both of them also in the sixty six second bracket. I was out in my 328 and frustrated to find I could not go any faster than my old 308GTB, went for third on the way down to Triangle, arriving in a very big cloud of brake smoke and nearly
coming to a halt. Fortunately I had done 64.44 on the first run. Andrew Holman, now with fuel in his tank, put in a nicely judged - and not at all mad - run for his best at 62.76, although not quite enough to catch the Goodwin 550, Jon having gone a little slower on his second. Moving on to the really fast stuff, Richard Prior, with a slightly faster final run of 60.94, took fourth on scratch and third on points. John Marshall had steadily improved but was not on his 2009 pace here and claimed third overall at 60.37. Chris Butler went a little slower on his final run, but his 60.25 on his initial essay was good enough for the 20 points. He went away happy even though the scratch win was elusively out of reach. Nick Taylor was blisteringly fast as you already know and was only two tenths off Chris after PEP application. Congratulations then to our first three place men, and especially to new record holder Nick Taylor, and not forgetting Ian Chadwick with that handicap win.
CompRes 12
LOTON PARK 11 JULY 2010 Pirelli Ferrari Hillclimb Championship Round 9 Driver Nick Taylor
348GTC
Pract 1 60.26
2.33
22.93
PEP % +2.5
Chris Butler
F355
60.89
60.68
60.00
60.25
60.45
7
2.40
23.11
0.0
60.25
20
John Marshall
61.97
61.21
59.60
60.81
Richard Prior
430 Scud F355
60.37
10
2.54
23.70
+5.0
63.39
10
62.47
60.89
60.50
61.03
60.94
8
2.61
24.17
0.0
60.94
15
Jon Goodwin
550 Mar
63.28
62.60
61.75
62.44
62.65
9
2.64
24.77
-1.0
61.82
13
F355
63.77
63.28
62.75
68.35
62.76
5
2.44
24.35
0.0
62.76
11
Richard Allen
328GTB
65.50
64.72
63.50
64.44
66.03
13
2.51
25.30
-3.0
62.51
12
Pauline Goodwin
328GTB
67.92
66.09
65.50
66.40
66.74
12
2.33
25.98
-3.0
64.41
8
Tracey Haynes
328GTB
69.19
67.23
66.75
66.73
67.35
4
2.47
26.63
-3.0
64.73
7
Sergio Ransford
308GTB
68.06
67.24
66.75
89.33
66.83
6
2.43
26.15
-4.5
63.82
9
Peter Rogerson
360 Mod
71.38
70.68
68.50
68.42
69.92
3
2.34
27.33
+1.0
69.10
5
Charles Haynes
328GTS
71.99
69.84
68.50
72.32
70.41
14
2.95
27.89
-3.0
68.30
6
Ian Chadwick
348GTS
73.18
74.19
72.50
72.98
72.10
1
2.59
28.82
-1.0
71.38
4
Wendy Ann Marshall
328GTB
77.24
75.57
75.00
76.06
75.89
11
2.68
30.38
-3.0
73.61
3
246GT
89.25
88.05
85.00
88.26
88.98
15
3.10
35.66
-6.5
82.52
2
Andrew Holman
Colin Campbell
Tipo
Pract 2 59.44
H/cap
Run 1
Run 2
59.25
60.54
58.99
H/c pos 2
H&DLCC Class Awards:
1st Nick Taylor
FOC Handicap:
1st Ian Chadwick
64ft
2nd Chris Butler
split
PEP time 60.46
Pts
3rd John Marshall
2nd Peter Rogerson
Championship Points after Round 9
Chris Butler Richard Prior Richard Allen Nick Taylor John Marshall Andrew Holman Sean Doyle Pauline Goodwin Jon Goodwin Philip Whitehead David Tomlin John Swift Sergio Ransford Chris Hitchman Wendy Ann Marshall Mark Hargreaves
Classic competitors
Richard Allen 82, Sean Doyle 73, Pauline Goodwin 70, Sergio Ransford 28, Wendy Ann Marshall 23, Mark Hargreaves 22, Tracey Haynes 22, Jack Hargreaves 15, Lorraine Hitchman 12, Charles Haynes 11, Colin Campbell 7, Edward Briscoe 5
13 CompRes
17
152 121 104 103 88 77 73 70 55 48 45 29 28 26 23 22
Tracey Haynes Barrie Wood Jack Hargreaves Ian Chadwick Peter Wilson Peter Hitchman Peter Rogerson Lorraine Hitchman Jeffrey Cooper Charles Haynes Adrian Wilson Colin Campbell Edward Briscoe Julian Playford Andrew Duncan
22 17 15 15 13 12 12 12 12 11 9 7 5 5 5
Photo: Trevor Noble
ZOLDER RACE FESTIVAL 9th - 11th JULY 2010
E
VERY YEAR WE TRY TO include something new in the mix of Ferrari races in our season’s programme. This time the novelty, if you want to regard it as such, was Zolder, in Belgium writes JOHN SWIFT. Constructed in 1963, Zolder hosted the Belgian GP ten times during the ’70s and ’80s. The death, in 1982 during qualifying, of Gilles Villeneuve, probably marked the beginning of the end of Zolder as a F1 circuit although the accident was in no way the fault of the track. Just like Zandvoort and Brands Hatch, the geography of Zolder is such that run-off areas are limited, an essential for the modern F1 brigade. The circuit was used only once more, in 1984, for the Belgian GP after Villeneuve’s death, after which this grand épreuve made its permanent
home at Spa-Francorchamps. but unfortunate clashes of date: However, these days Zolder Classic Le Mans, Loton Park is very busy, being used by most hillclimb double-header, etc of the top European series such together with the continuing as DTM, and investment in the problem for some drivers in not circuit has increased markedly in yet having upgraded their recent times. Regardless of its competition licence to enable unacceptability to F1, it remains them to take part in overseas a challenging track which is events. technically difficult and gives the The numbers of competitors brakes a severe examination. As at Spa earlier in the season, we decided to combine both our Classic and Open series cars in two double-header 13lap races, equating to just under half-an -hour’s duration each. We had hoped to have rather more Ferraris in Belgium for this event than actually The brilliant Hotel De Pits is only a couple of crossed the water minutes walk from the paddock.
CompRes 14
Photo: Stuart Urquhart
Zizzling
Photos: Stefan Eckhardt
Problems were encountered by the drivers of these three Ferraris. Top: Richard Fenny’s 308GT4 succumbed to gearbox trouble, sidelining him from the races. Middle: David Hathaway had an argument with the barriers on the first lap of race 1 which the barriers won. Bottom: An elusive electrical snag prevented Paul Unsworth from showing the true potential of his ex-Hetherington 550 Maranello.
15 CompRes
totalled 19, with a dozen PFfc cars and seven PFO runners. The only new face of the season in this line-up was Paul Unsworth, who has acquired the formidable ex-Hetherington 550 Maranello. The race meeting was an essentially 2-day affair, with qualifying – two sessions of 20 minutes each – on the Saturday, followed, on Sunday, by two 13lap races, one in the morning and the other in late afternoon. Friday was occupied with signingon and scrutineering. For this event we had taken over all the available rooms at the Hotel De Pits. Despite its name, which to some English wits might suggest a rather dodgy hostelry, the hotel is quite superb. It is located up on the hill overlooking the circuit and just a couple of minutes walk from the pits, via a bridge over the start/finish area of the track. The De Pits is modern, impeccably clean, and with essential services, like plumbing and air conditioning, that function properly. The efficient air conditioning was particularly welcome in view of the extraordinarily high temperatures we encountered during the weekend. Almost all the Ferrari contingent were staying at this super hotel and those who weren’t just wished they were. The paddock at Zolder is huge and probably bigger than the areas at Spa. It needs to be because this race meeting attracts a vast number of competitors – mostly German their families, pets, motor homes and caravans, tents and marquees. They have parties and barbecues, and generally have a really great time, something we rarely see in the UK. The area allocated to the Ferraris was generous, particularly in view of our relatively small numbers. By mid -day on Friday the first of us had started to arrive (we weren’t allowed into the paddock until after 1.00pm). David Hathaway’s truck was one of the first to shuffle into position, like some
Photo: Trevor Noble
This was the only view most of the other drivers had during the weekend of Mick Dwane’s rapid 360 Challenge.
vast but friendly leviathan putting down its marker. After its cargo was disgorged we saw that David’s 360 Challenge looked immaculate once more after being savaged by a Porsche at a recent GT Cup round at Snetterton (“The Porsche driver didn’t even apologise!”). One by one the Ferraris collected together although the Cartwright team – dad and the two lads – were already installed in the pits garages together with Vance Kearney and his co-driver for the weekend, Pat Gormley. Pat was one of the few drivers with recent experience of Zolder, having raced here a few weeks before in a Mosler. By mid-afternoon the temperature in the paddock was climbing to exciting levels and with nothing much going on many of us retreated to the hotel to test that air conditioning and the coolness of the Belgian Pils in the bar. Friday night was party night. We had arranged a special Ferrari Dinner in the hotel restaurant and virtually all the drivers, their families and guests attended, After sipping Prosecco aperitifs on the outside terrace we enjoyed a 4-course meal of generous
helpings served by attentive staff who were really eager to please.
Qualifying 1 On Saturday morning the real work began. With the first Ferrari qualifying session timed for 09.35, there was little time to lose in getting the cars ready.
Pat Gormley shared the F355/Ch of Vance Kearney. Pat has recent experience of the circuit at the wheel of a Mosler, and it showed!
The collection area prior to taking to the track was quite close to where the designated Ferrari area was located so those ensconced in the pit garages some distance away were at something of a
disadvantage. Perhaps we should try to dissuade drivers in the future from setting up in the pits. Although the sun was not yet at its zenith it was already very hot and wise drivers took in plenty of water to combat the effects of dehydration. Gary Culver was running-in new AP discs on his 328GTB. He was forced to change to APs after Brembo, whose brakes were fitted to his car when he moved to Gp4 a couple of years back, were no longer in a position to supply replacements. However, David Preston, preparer par excellence as well as his father-in -law, couldn’t foresee any disadvantage in the change. Like many others, Mick Dwane, favourite to win the Open with his 360 Challenge, had never been to Zolder before. However, he admitted to spending some time on a simulator and, while walking the course the previous evening, found everything pretty familiar. So, what happened as we tried to learn, or in my case, relearn, the circuit? Richard Fenny was in trouble when his 308GT4 lost its gearbox filler plug. Fortunately he came in before,
CompRes 16
17 CompRes
Photo: Stuart Urquhart
Photo: Stuart Urquhart Photo: Trevor Noble
the story. When I changed down Classic, with Jim (1:54.831) for the next chicane, the equally marginally in front of Ben tortuous but less aggressive (1:55.133) although the latter Gilles Villeneauvebocht, the revs drives a Gp3 car. Richard went sky high with a stuck Moseley was the quickest of the throttle and I had to kill the Gp2 Ferraris (2:02.543) while engine with the ignition switch. I William Moorwood, with the only started it up again as I coasted Gp1 308GT4, recorded 2:11.175. through the righthanded Terlamenbocht and for the rest of the session just cruised round, David Tomlin and his 328GTB fearful that the spent most of Q2 in the gravel. same thing might one hoped, any damage had happen again. been done. And – by a great Happily it didn’t. stroke of luck – the We noted aforementioned David Preston that Martin Hart just happened to have a filler ran low on fuel so plug from a 360 Challenge which that his engine fitted perfectly. Worth intermittently cut remembering, this, by 308 out, and that owners! Graham Reeder, However, Fenny’s car did who triumphed in throw out some oil onto the track his 360/Ch when and Dwane was one of the first to we were last at discover it, his 360 slewing Zolder, was a full sideways when he hit the stuff. two seconds Yours truly made a bad quicker than his Roll of Honour. A huge board at the circuit lists all mistake at the acute chicane. best previous time the illustrious lap record holders through the years. Having warned others of the in his F355. dangers of using too much kerb The timesheets showed that Qualifying 2 in negotiating this hazard, I Mick Dwane had outpaced Q2 was timed for 14.05, ignored all I had preached by everyone else to take pole when the heat in the paddock attempting to straight-line the position in PFO with a time of was at its peak – around 36ºC whole thing. The 308GTB hit a 1:44.926. Pat Gormley, in which is as close to the magic vicious metal plate bolted to the Kearney’s F355/Ch, was leading 100ºF as makes no difference. kerb (what’s the point of doing the C1 class with 1:47.322, a Track temperatures were equally this?) and with a sickening bang couple of seconds quicker than high although a cooling breath of vaulted into the air scattering bits Reeder. Paul Brooks (456GT) air might have made them lower of black stuff, presumably rubber, was also two seconds faster than than they had been in the in its wake. ‘Won’t ever do that the impressive Unsworth in the morning. again!’ I muttered to myself. 550. David Hathaway was But this wasn’t the end of It was a Cartwright 1 – 2 in concerned that his oil pressure warning light was flashing on and off although level checks indicated he had enough lubricant. Nigel Jenkins, having his first outing of the season in his 328GTB, was hampered by clutch slip towards the end of the session. The unfortunate Fenny lost all his GT4’s gears after 5 laps, perhaps as a result of that errant level plug he had experienced in Q1. The problem was terminal – it would need a complete gearbox The start of the Classics in Race 1, with Jim Cartwright snatching the rebuild to rectify – and that, initiative from brother Ben as they brake for the first chicane.
Photo: Trevor Noble Photo: Stefan Eckhardt Photo: Stefan Eckhardt Photo: Trevor Noble
sadly, was the end of Richard’s racing for the weekend. Richard Moseley, despite being again the fastest Gp2 runner, found his 308GTB reluctant to go to maximum revs, which he put down to the sheer heat of the day. Certainly in my experience these cars rev much more freely in cool air conditions. Paul Unsworth was getting progressively faster in the 550 as he got to grips with the track but came in complaining of lack of brakes. It seemed they were boiling, again due to the heat. We suggested a change of brake fluid, from AP600 to higher boiling point Castrol SRF. Nick Davis, from R&D, who was looking after the car, trawled the paddock to scrounge sufficient fluid to make the change. Prior to the start of the session David Preston kindly cast his eagle eye over my 308’s throttle linkage. He applied a tie wrap to help ease the routing but felt that it should be okay. This helped my confidence and the Old Blue Thing was consequently some 4 seconds quicker than in Q1. David Tomlin spent most of the session in the gravel at the first corner after the start following a slight error of judgement of the entry line. Migliori Motors’ man, Kevin, together with David and Hilary, spent considerable time underneath the 328 fishing out all the aggregate. Ready Mixed Concrete Ltd would have been quite interested in the heap of gravel they removed. Mick Dwane again headed the timesheets, with a time almost identical to his Q1 figure. Hathaway was now second fastest, having outpaced Reeder (now 2 seconds slower). In Classic, Culver (now with fully operational brakes) had taken over pole position from Ben and Jim Cartwright. Moorwood was another driver who was getting the hang of the circuit, carving a full three seconds off his previous time. During dinner at the hotel that evening, as the intense heat
Top to Bottom: Martin Hart suffered a cracked disc on his Mondial t and then fell victim to the startline cock-up in Race 1. Despite this he went well all weekend. Peter Moseley in his 328GTB had the legs of your scribe’s 308. Richard Moseley won Gp2 in both races. Paul Brooks had a successful race meeting in the Fosker Engineering 456GT.
CompRes 18
19 CompRes
Photo: Stefan Eckhardt
Photo: Stuart Urquhart Photo: Trevor Noble
the race. further trouble. It was The previous day a briefing panic stations for by the German Clerk of the Foskers when it Course had explained the agreed was discovered that starting procedure for the Ferrari the fuel tank on races: the Open cars would be Brooks’s 456GT gridded up ahead of the Classics, was leaking. It is and the latter released, after a 10 the original metal -second pause, with a second tank and the heat display of the lights. William Moorwood, going great guns in his GT4, had opened up Unforgivably (particularly in gave the Old Blue Thing a hard time. some seams. It my case!) this system wasn’t abated, there was an electrical was quickly repaired and followed by some of the PFfc storm and heavy rain. With reinstalled. Richard Fenny’s drivers and some chaos ensued. nothing better to do, one or two gearless GT4 had a bet on who could stay out was loaded the longest on the terrace during up for home. the downpour. As I recall it was Martin Hart a bedraggled Kevin from Migliori fitted a who won the jackpot of 10 euros. replacement brake disc when Race 1 serious The following morning the cracking was sun rose high in the sky and discovered quickly burnt off any puddles in after the paddock. David Hathaway qualifying. complained of little sleep (he kips It was in his truck) due to an all-night noted that party on the barges moored in Graham the adjacent canal. The music Reeder had apparently only stopped at bolted on Jim Cartwright takes victory in Race 1 from Ben. 7.00am. new Pirellis Most competitors were busy to his F355/Ch in an effort to When the lights went out for the making sure their Ferraris were keep Pat Gormley at bay (the PFO cars, Culver, Hart and yours ready for Race 1, timed for just Kearney/Gormley car had fresh truly set off before realising our after 11 o’clock. Paul Unsworth’s rubber for qualifying). Nick error. In my case I realised and 550 had a brake fluid transplant, Cartwright found he had a slow tried to reverse back to my and Nigel Jenkins, with assistance leak in one of his tyres. He proper position. Culver from the tireless David Preston, replaced the faulty high tech accelerated with the Open cars worked hard on changing the monitoring valve with a good old and was given a flag signal to clutch on his 328 but sadly failed fashioned normal one and had no denote a drive-through penalty. to complete the job in time for Hart mistakenly thought the flag signal was intended for him and stopped in the pitlane. Rather than accept the drive -through, Gary decided to pull into the pits to apologise to the officials for his mistake, and therefore effectively withdrew from the race. Swift, cursing himself and still in reverse gear when the second set of lights went out, eventually got going but some distance behind the rest of the field. And Hart was even more delayed but then joined the race. Up ahead, clear of this start line fracas, Dwane streaked off into an overall lead that he never Graham Reeder had great success with his well campaigned F355, lost. However, disaster struck his winning Class C1 in both races and setting a new class lap record.
Photo: Stuart Urquhart
Photo: Trevor Noble Photo: Trevor Noble
nearest potential rival, David Hathaway. He locked up under heavy braking for the righthanded Bolderbergbocht and his 360/Ch slid into the gravel, hitting the barriers quite severely. The marshals were slow in coming to his assistance and, with heavily bruised or even cracked ribs, the unfortunate David had to extricate himself from the cockpit unaided. From then on it was Reeder, in second spot, who took up the chase albeit with Gormley large in his mirrors. On lap 3, Unsworth came to a halt with no electrics leaving an unchallenged Brooks in 4th and leading the S class. There was closer competition with the Classic contingent. Jim Cartwright, from pole, was consolidating his advantage over brother Ben. In a solid third, David Tomlin was really never in
a challenging position, perhaps hopes I had. mindful of that visit to the gravel The end of this very hot race pits the previous day. Richard couldn’t have come too soon for Moseley, leading the Gp2 cars, most of us overheated drivers. was ticking off the laps quite nicely although towards the end there was a return of his highspeed misfire. Further back your scribe was doing his best to make up for lost time and Race 2 and Nick Cartwright entertains with a spin. perhaps catch William Moorwood, going Cockpit temperatures must have great guns in 11th overall. Bit by been frightening and shortly after bit the 308GTB closed in and we stopped Graham Reeder, the then, on lap 6 when Dwane came winner of class C1, collapsed and up to lap the pair was taken to the medical centre of us, I tucked in for checks and recovery. behind the 360 to The overall winner was a nip ahead of the delighted Mick Dwane, who had GT4. I thought I established a new class C2 lap might have a record in 1:44.984 (almost chance of getting identical to his qualifying time). to grips with Peter Reeder finished three seconds Moseley’s 328GTB ahead of Gormley and set a new but over ambitious target for C1 of 1:46.856 and last minute Brooks was the fastest S class braking at driver in 1:53.348, interestingly Bolderbergbocht – 1/1000th faster than his best with a brief visit to qualy time. Vance Kearney (F355/Ch) leasds Brooks (456GT) the gravel – Jim Cartwright was the victor in the early stages of Race 2. scotched any in Classics, setting a new lap
CompRes 20
Photo: Trevor Noble
“If we could have bottled a finish like that it would be worth a small fortune.” Gary Culver, the ultimate winner of Classic R2, had a truly memorable dice with Jim Cartwright. Both were driving Gp4 328GTBs.
Photo: Stuart Urquhart
Photo: Stefan Eckhardt
record for Gp4 in 1:55.768. In second overall and winner of Gp3 was Ben C (lap time 1:56.415). Richard Moseley’s best Gp2 time was 2:02.495 while William Moorwood, winner of Gp1, achieved a 2:05.926, set on the very last lap when he sniffed possible victory over Swift.
Race 2 There was a pause of over three hours before the second race was due to run. In this time Graham Reeder and David Hathaway were discharged from the medical centre, Graham back to normal operating temperature again and David nursing ribs confirmed as bruised but not broken. His car was a mess, though, and clearly in need of extensive repairs that were impossible to carry out at the track. The Unsworth electrical problem was a mystery since Nick had fitted a brand new master switch only days before. To try to make sure the switch remained 'on’ it was secured with a tie wrap. Others busied themselves with routine tasks but mainly tried to keep cool in the stifling heat. The temperature was again around 37ºC. The gents showers was a popular place to be although unhelpfully the water
21 CompRes
ran hot from the shower head and the offending car was hoisted after a few seconds. There were out of the way. six faucets and the best This time everyone had their technique was to dash from one mind focussed on the start to the next to enjoy a brief splash procedure and the field got away of cold water. as per the book. Dwane zoomed Then we were summoned to off in the lead, just as he had in the dummy grid at the end of the R1, followed by Kearney who paddock. As your scribe moved splendidly had got the jump on into position the brake pedal sank Reeder. Unsworth was well up, to the boards. NO BRAKES! A ahead of Brooks. quick look in the fluid reservoir Lap 2 saw Reeder slip into showed it was empty. Nick Davis 2nd place and, very soon ran up with some more Castrol afterwards, Unsworth was again fluid but it was not the solution – coasting to a place of safety with the fluid simply gushed out of a dead electrics on his 550 – rear calliper. The first diagnosis baffling! was damaged calliper seals which couldn’t be fixed. The car was pushed back into its parking space and Swift became a rare non-starter. The Ferraris were held in the paddock for quite some time as someone had inconveniently parked their vehicle across the access lane onto the circuit. Nick Cartwright (left) is presented with the Eventually a Hackwood Group Classic Driver of the Meeting recovery truck by a cool looking Anne Swift. was summoned
Photo: Stuart Urquhart
Podium finishes. Left: Jim and Ben Cartwright flank overall winner Mick Dwane after the first race. Right: C1 class winner Graham Reeder with Gary Culver and Ben Cartwright (holding yet another trophy!).
Photo: Stuart Urquhart
A Two plus One logistical solution to the puzzle of how to get three Cartwrights from the paddock to the pits in a two-seater berlinetta. Easy - put the one who complains the least in the boot.
Meanwhile attention was focussed on a fascinating contest in Classic. Ben Cartwright had taken the initial lead from pole sitter Gary Culver, with Jim C right behind in third. One lap later both Culver and Jim relegated Ben to third. Tomlin was holding fourth place after having squeezed past Jenkins’s Gp4 328. After this phalanx of 328GTBs came Hart, determined to have something to show after his earlier bad luck with the Mondial t. He was leading an overheated Nick Cartwright and the Moseley family in their Gp2 (Richard) and Gp3 (Peter) machinery. William Moorwood, with no real opposition this time, competently reeled in the laps in his Gp1 GT4. Tomlin’s car was making strange sounds as its insecure undertray scraped on the ground while Peter Moseley’s 328 seemed to be puffing out quite a lot of smoke on the overrun. The four remaining runners in the Open section were now spread out and, barring some unforeseeable calamity, that would be how they would finish.
However, the Classic race was altogether another kettle of fish. In a contest that one might imagine they would remember for years to come, Gary and Jim fought each other with consummate skill and determination. It was always Gary ahead, but with Jim only
feet away from his car’s hind quarters. We spectators, watching the race from the shaded area above the pits, were totally engrossed in this highly exciting battle. Could Jim find a way past Gary in their equally matched cars or did the leader have that little bit in hand to keep the invader at bay. On the very last lap we found out. Overall leader Dwane came up to lap the two heroes as they approached the final chicane before the finish. Jim flicked his car into the leader’s wake and bingo . . . he was past! But, not so fast. Culver had a better exit and took the advantage to the flag by no more than a couple of feet. If we could have bottled a finish like that it would be worth a small fortune. It’s exactly the sort of result that makes this Classic series of ours so great. On the podium, Mick Dwane generously allowed Graham Reeder take the top step of the podium in recognition of his 2nd place and second class win of the day. Later, in the paddock, we hurriedly convened another awards ceremony when Anne Swift presented the class trophies to the various winners. The Hackwood Group Classic Driver of the Meeting was handed to Nick Cartwright in recognition of his plucky drive in Race 1 when suffering from heat exhaustion. Finally, to clear up a couple of those little mysteries I referred to: the failure of the 550’s electrics in both races was found to be due to a fractured battery locating strap, something that was impossible to see at the time. And the leak on the Swift 308GTB’s brakes proved to be due to a loose bleed screw on one calliper – resulting, no doubt, from the extreme heat and the different coefficients of expansion between aluminium (the calliper) and steel (the screw). You live and never stop learning!
Footnote. William Moorwood finds solace, after a blisteringly hot day, in a bucket of cold water.
CompRes 22
PIRELLI FERRARI formula classic – ROUNDS 7 & 8 ROUND 7 ZOLDER 10th July 2010 Pos
Tipo
Group
Laps
Time
1
No
69 Jim Cartwright
328GTB
4
12
24:00.320
1:55.768
1:54.831
1
2
72 Ben Cartwright
328GTB
3
12
24:08.254
1:56.415
1:55.133
2
3
6 David Tomlin
328GTB
3
12
24:20.508
1:57.584
1:57.976
5
4
3 Nick Cartwright
328GTB
4
12
24:29.599
1:57.799
2:00.033
6
5
16 Richard Moseley
308GTB
2
11
23:41.338
2:02.495
2:02.543
8
6
15 Peter Moseley
328GTB
3
11
23:50.131
2:04.991
2:04.996
9
7
11 John Swift
308GTB
2
11
23:54.492
2:04.691
2:09.153
11
8
29 William Moorwod
308GT4
1
11
23:55.587
2:05.926
2:11.175
12
9
31 Martin Hart
Mondial t
3
11
25:17.707
1:59.977
2:00.737
7
DNF
34 Gary Culver
328GTB
4
2
5:02.039
2:08.584
1:57.382
3
NS
54 Nigel Jenkins
328GTB
4
1:57.865
4
NS
25 Richard Fenny
308GT4
2
2:07.046
10
Fastest Laps:
Driver
Best Lap
Qualify
Jim Cartwright
Group 4
1:54.831
establishes lap record
Ben Cartwright
Group 3
1:55.133
establishes lap record
Richard Moseley
Group 2
2:02.495
establishes lap record
William Moorwood
Group 1
2:05.926
establishes lap record
Pos
ROUND 8 ZOLDER 10th July 2010 Pos
No
Driver
Tipo
Group
Laps
Time
Best Lap
Qualify
Pos
1
34 Gary Culver
328GTB
4
12
23:41.498
1:55.247
1:55.231
1
2
69 Jim Cartwright
328GTB
4
12
23:41.610
1:55.021
1:56.005
3
3
72 Ben Cartwright
328GTB
3
12
24:00.236
1:56.101
1:55.740
2
4
6 David Tomlin
328GTB
3
12
24:07.877
1:56.178
1:58.603
5
5
54 Nigel Jenkins
328GTB
4
12
24:08.208
1:57.109
1:58.564
4
6
31 Martin Hart
Mondial t
3
12
24:44.191
1:59.767
2:00.578
6
7
3 Nick Cartwright
328GTB
4
12
24:45.461
1:59.568
2:00.626
7
8
16 Richard Moseley
308GTB
2
12
25:30.311
2:02.233
2:02.187
8
9
15 Peter Moseley
328GTB
3
11
24:06.973
2:05.944
2:04.754
9
10
29 William Moorwod
308GT4
1
11
24:11.636
2:08.274
2:08.127
12
NS
11 John Swift
308GTB
2
2:05.366
10
NS
25 Richard Fenny
308GT4
2
2:07.870
11
Fastest Laps:
23 CompRes
Jim Cartwright
Group 4
1:55.021
Ben Cartwright
Group 3
1:56.101
Richard Moseley
Group 2
2:02.233
William Moorwood
Group 1
2:08.274
lap record
PIRELLI FERRARI OPEN Races 7 & 8 ZOLDER 10th July 2010
ROUND 7 Pos
No
Driver
Tipo
Class
Laps
Time
Best Lap
Qualify
Pos
1
77 Mick Dwane
F360/Ch
C2
13
23:27.740
1:44.984
1:44.926
1
2
23 Graham Reeder
F355/Ch
C1
13
23:33.698
1:46.856
1:49.299
3
3
18 Pat Gormley
F355/Ch
C1
13
23:36.538
1:47.387
1:47.322
2
4
22 Paul Brooks
456GT
S
13
25:20.268
1:53.348
1:53.349
5
550 Maranello
S
3
5:59.314
1:54.034
1:56.813
6
F360/Ch
C2
1:50.805
4
DNF
26 Paul Unsworth
DNF
19 David Hathaway
Fastest Laps:
Mick Dwane
C2
1:44.984
Establishes lap record
Graham Reeder
C1
1:46:856
Establishes lap record
Paul Brooks
S
1:53.348
Establishes lap record
ROUND 8 Pos
No
Driver
Tipo
Class
Laps
Time
Best Lap
Qualify
Pos
1
77 Mick Dwane
F360/Ch
C2
13
23:39.649
1:46.172
1:44.729
1
2
23 Graham Reeder
F355/Ch
C1
13
24:16.960
1:50.416
1:51.212
3
3
8 Vance Kearney
F355/Ch
C1
13
24:22.803
1:49.564
1:52.857
5
456GT
S
13
24:34.935
1:51.146
1:52.453
4
550 Maranello
S
2
8:57.760
2:03.129
1:55.682
6
F360/Ch
C2
1:49.194
2
4 DNF NS
22 Paul Brooks 26 Paul Unsworth 19 David Hathaway
Fastest Laps:
Mick Dwane
C2
1:46.172
Vance Kearney
C1
1:49.564
Paul Brooks
S
1:51.146
Lap record
CompRes 24
PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 10 GURSTON DOWN 18th JULY 2010 Editor’s Note: We regret that no report was available for this round of the Championship. Driver
Tipo
Pract 1
Pract 2
H/C
Run 1
Run 2
0/64
split
speed traps
H/C pos
PEP %
PEP time
Pts
John Marshall (List 1B tyres)
430 Scud
37.22
36.02
35.25
35.22
35.97
2.27
19.33
100/103
1
+5.0
36.98
20
Richard Prior
F355
37.91
36.68
35.75
37.07
36.51
2.35
19.50
90/95
7
0.0
37.07
17
Barrie Wood
F355
38.78
38.27
37.25
38.59
38.65
2.28
20.46
87/95
8
0.0
38.59
15
Andrew Holman
F355
39.87
39.49
38.00
38.61
37.93
2.56
20.94
86/95
2
0.0
38.61
13
Phil Whitehead
F355
41.04
39.06
38.00
38.70
38.48
2.38
20.68
85/95
4
0.0
38.70
12
Pauline Goodwin
328GTB
41.47
40.21
39.25
40.37
39.43
2.27
22.21
78/86
6
-3.0
39.15
11
Mark Hargreaves
308GTB
42.30
42.77
41.00
41.69
45.57
2.39
22.53
75/85
3
-4.5
39.81
10
Jack Hargreaves
308GTB
45.17
42.79
41.00
42.05
---
2.35
22.75
79/85
5
-4.5
40.15
9
Ed Briscoe
308GTS
47.75
44.87
41.50
44.22
43.86
2.50
24.09
73/79
9
-4.5
42.23
8
Wendy Marshall (List 1B tyres)
328GTB
49.63
47.48
43.50
46.67
47.14
2.73
26.08
70/68
10
-1.0
46.20
7
0/64, split and speeds all relate to official run Due to delays caused by an accident in another class, the meeting was abandoned and results declared on the basis of first run times.
BARC Class Awards: FOC Handicap Award:
1st John Marshall Andrew Holman
2nd Richard Prior
Championship Points after Round 10
Chris Butler Richard Prior Richard Allen Nick Taylor John Marshall Andrew Holman Pauline Goodwin Sean Doyle Philip Whitehead Jon Goodwin David Tomlin Mark Hargreaves Barrie Wood John Swift Sergio Ransford Wendy Ann Marshall
Classic competitors after Round 10
Richard Allen 82, Pauline Goodwin 74, Sean Doyle 73, Mark Hargreaves 32, Sergio Ransford 28, Wendy Ann Marshall 28, Jack Hargreaves 24, Tracey Haynes 22, Edward Briscoe 13, Lorraine Hitchman 12, Charles Haynes 11, Colin Campbell 7,
25 CompRes
152 128 104 103 102 90 74 73 60 55 45 32 32 29 28 28
3rd Barrie Wood
Chris Hitchman Jack Hargreaves Peter Rogerson Tracey Haynes Ian Chadwick Edward Briscoe Peter Wilson Peter Hitchman Lorraine Hitchman Jeffrey Cooper Charles Haynes Adrian Wilson Colin Campbell Julian Playford Andrew Duncan
26 24 24 22 15 13 13 12 12 12 11 9 7 5 5
BIRTHDAYS IN SEPTEMBER
3 4 6 9 12 14 15 16 18 21 25 26 27
David Good win John Shirle y David Ashb urn William Mo orwood Marco Pulle n Kevin Riley Scott Winn ard Tony Winsh ip Charles Ha ynes Mick Dwane Jack Hargre aves Jeff Coope r Stephen Cro wther Martin Pall ot Lee Moulde n Peter Everi ngham
CompRes 26
QV LONDON FERRARI SPECIALISTS
GUDGEON PINS, TORSION BARS, SENSORS, TAPPET SHIMS, CLAMPS, SOLENOIDS, WINDSCREENS, FUEL PUMPS, THERMOSTATS, EXPANSION TANKS, AEROQUIP ROSES, SEAT BELTS, SWITCHES, WATER HOSE, CAM BELTS, PADS, CYLINDER LINERS, AIR CON,
RADIATORS, AXLE SHAFTS, CARBURETTORS, SILENT BLOCKS, OIL PIPES, GLASS, ROAD WHEELS, HELICOILS
DOORS, RELAYS, SEEGER RINGS, ENGINE BLOCKS, LIGHT UNITS, DROP GEARS, GRILLES ,
Unit 4, North Road, Winkfield, Nr Windsor, Berkshire SL4 4SY Tel: 01344 885500/Fax: 01344 885501 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
MARK LEIGHTON
MDL SPECIALIST CARS
0121-520 3291
● SERVICING ● CAMBELTS ● BRAKES & SUSPENSION
www.racecars-mdl.com ● RACE PREP ● TRACK SUPPORT ● ENGINE & GEARBOX WORK
ENQUIRIES: leighton.mdl@hotmail.co.uk
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