MotorsportDays Annual 2015

Motorsport Days Annual 2015.

Celebrating and supporting Clubman level motorsport

OďŹƒcial round-up of Clubman motorsport season Motorsport Days Awards 2015 UK track guides Interviews: Abbie Eaton Dave Newsham Steve Parrish The Stig

Complete 2014 championship results MSV: New track limits regulation makes racing safer and fairer

Comprehensive source of Track Days, Test Days and over 400 tuition instructors

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editor’s view

Motorsport Days Annual 2015.

A celebration of Clubman motorsport

FROM THE EDITOR.

A

very warm welcome to the Motorsport Days Clubman Annual 2015, a first-of-itskind publication that showcases the best of Clubman level motorsport from the last 12 months and looks ahead to how the sport will develop in 2015 and beyond.

Since 2012, we have brought you MotorsportDays.com, which as you may know is a unique website that provides a comprehensive source of Track and Test Days in the UK. The website lists all track day organisers, including the likes of BookaTrack and Gold Track, as well as all of the main UK circuits, ranging from Silverstone to Castle Combe and all of those operated by MSV. It has quickly become the “go to” source for anyone interested in booking a Track or Test Day anywhere in the UK. Seeing so many drivers taking part in Clubman level motorsport over the last few years has inspired us to cele-

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brate this great industry by producing the first ever Motorsport Days Annual. In keeping with our ethos of “Celebrating and supporting Clubman level motorsport”, we are proud to provide a platform for those at the very heart of the industry to share their expertise, experience and expectations for the year ahead.

As well as exclusive interviews with big-name motorsport industry players, this Annual includes comprehensive track guides, product reviews, the results of the inaugural Motorsport Days Awards and full championship results, all of which I trust will be of great interest and value to you.

I hope you enjoy this celebration of our great industry and look forward to seeing you on track this year.

Ben Whibley Caterham Champion Editor & Director Motorsport Days

MOTORSPORT DAYS ANNUAL 3

contents

Contents.

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STREET COOL OR RACEWARE Why you should never underestimate the importance of a race suit.

DRIVERS’ QUOTES OF THE YEAR Words of wisdom from Clubman racers of 2014.

MSV: NEW TRACK LIMITS REGULATION HAS MADE RACING SAFER AND FAIRER MotorSport Vision reveals how a CCTV-based system is helping to enforce the new track limits regulation that was brought in for 2014.

REGULATING NOISE TO MAINTAIN POSITIVE RELATIONSHIPS Adhering to noise regulations is a key part of the balancing act for race circuit operators, as MotorSport Vision explains.

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MAKING MOTORSPORT ACCESSIBLE AND AFFORDABLE Improving access to motorsport is easier said than done, especially when you consider the budget required. So, what’s being done to remedy this?

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ON YOUR MARKS… Racing circuits have to be perfectly designed to satisfy both safety and aesthetic demands, as MSD learns from Roadgrip.

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IT’S A FAMILY AFFAIR Abbie Eaton re-lives a 2014 season in which she achieved two pole positions, five wins, six fastest laps, eight podiums and the Mazda MX-5 SuperCup title.

‘JUST BECAUSE YOU’RE BREATHING DOESN’T MEAN YOU’RE ALIVE’ MSD interviews championshipwinning motorcycle racer, former race team manager, truck racer and world record breaker Steve Parrish.

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KING OF THE OVERTAKE Dave Newsham, winner of the 2014 Jack Sears Trophy for the most over takes in a season, shares some racing tips with MSD.

LIVE AND LET DRIVE He’s been The Stig, doubled for James Bond and taught celebrities how to drive. MSD finds out what it’s like to be Ben Collins.

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MARSHAL MATTERS Motorsport marshals in the UK offer a fantastic service, but do they really get the appreciation they deserve? It’s time for the marshals to have their say.

LIVING THE DREAM Matt Parry, the 25th McLaren Autosport BRDC Award winner, details his experience of driving a McLaren F1 car at Silverstone.

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MOTORSPORT DAYS AWARDS 2015 Find out who the eight deserving winners are in the inaugural Motorsport Days Awards.

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BRÄCK ON TRACK IndyCar Series legend Kenny Bräck explains why music and racing go hand in hand, and offers expert advice on driving in the wet.

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SILVERSTONE TRACK GUIDE Ollie Millroy explains how you can reduce your lap time on one of the longest and trickiest circuits in the UK.

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DRIVE YOURSELF TO FULL FITNESS Frank Gorman provides the ultimate fitness regimen to help you become stronger and faster in 2015.

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BRANDS HATCH TRACK GUIDE Tom Oliphant, GT racing driver, offers tips and tricks to become the master of the technical and exhilarating Brands Hatch GP circuit.

SNETTERTON 300 TRACK GUIDE William Smith, Caterham Roadsport racer, does a hot lap around the Snetterton 300 circuit.

UK TRACK MAPS A visual guide to 20 of the UK’s racing circuits

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2014 CLUBMAN CHAMPIONSHIP RESULTS Full championship results from the 2014 UK Clubman motorsport season.

BEHIND THE SCENES AT TEAM PARKER RACING Team Parker Racing’s Stuart Parker tells MSD all you need to know about becoming a team owner and driver.

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2014 CLUBMAN MOTORSPORT IN PICTURES Take a visual look back at the 2014 Clubman motorsport scene in this magnificent gallery from AMSoul-Images.

The UK Clubman Motorsport Annual is produced by BWR Media Ltd.

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E: Contact@MotorsportDays.com T: 01892 861990 Registered Address: Bank House, Bank Street, Tonbridge, Kent TN9 1BL Editor & Director: Ben Whibley Sales: Nick Parish Contributor: Alan Whibley Design: MarkDay Photography: Kiwi Snapper, Andrew Soul Photography, Autosport, Jakob Ebrey Photography and Dr John Photography Special thanks to all advertisers and contributors to the UK Clubman Motorsport Annual.

BWR Media – Publications and Media: MotorsportDays.com – Comprehensive Online Calendar of Track Days, Test Days and Tuition – www.MotorsportDays.com UK Motorsport Days Clubman Annual – A Celebration of Clubman Level Motorsport

MOTORSPORT DAYS ANNUAL 5

opinion

Street cool or racewear?.

Race suits are an important part of any driver’s motorsport outfit and can essentially save your life, but is it ever safe to go on track without one? epending on the type of track day and the type of cars on track, it can sometimes seem a little pretentious to slip into a race suit. But as an old driving instructor we know always says: “You can't put the bloody thing on after the crash!” Of course, no-one with any kind of sense intends to have a crash, but we all have to accept it does happen.

D

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The aim of a track day is to have fun, and to push yourself and your car a lot harder than you would on the average day, albeit in much safer conditions than you would get on the roads. With track day briefings there is often a little light humour, but sometimes the level of risk involved is not fully understood by those preparing to go on track. When they leave the briefing with the precious wrist-

bands, the conversation often moves onto racewear – checking with mates to see who is putting on a race suit or a nomex vest. If you are on a test day or at a race meeting, a race suit is a no-brainer. But what about when you’re on a track day?

If you have ever seen a car catch fire, the speed at which it goes up is terrifying. Now imagine that upside down. Even fire protective overalls only have to resist a flame for a minimum of 11 seconds to obtain the FIA approval required for most levels of motorsport race suits. How long do you think your jeans or t-shirt would last?

Those of you old enough may well remember Lorenzo Bandini and his fatal crash at Monte Carlo back in the ‘60s. That alone should be enough to make you realise you don’t want to be near, let alone in, a burning vehicle.

So, what’s it going to be – jeans and t-shirt, or a race suit?

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quotes

DRIVERS’ QUOTES OF THE YEAR.

DAVID WALLEY GT CUP CLASS B CHAMPION

TRISTAN CLIFFE

ABBIE EATON

OMICRON MOTORSPORT

MAZDA MX5 SUPERCUP CHAMPION

“The F3 Cup in 2014 has been a great year for me, racing against some of the best drivers in the UK, and some potential stars of tomorrow.

My win at Brands Hatch against Toby Sowery was the race of my life, and demonstrates we know what we’re doing. Winning the Team Championship for the second time in three years was the icing on the cake, and I hope to run more drivers next season with my Omicron Motorsport team to defend that title.”

“The face of relief! Definitely made myself ill over the past week. What a weekend. Never have I been through emotions like that before, from driving the race of my life and against all the odds making it up to the front pack, to then have that all taken away from me through being punted off, thinking the championship was gone, to then finding out I've won all in a few minutes. Wow. I'm absolutely drained!”

JAMES RAVEN FORMULA FORD FESTIVAL WINNER

MIKE HART CATERHAM SUPERSPORT CHAMPION

“After a busy weekend, I can finally sit down and reflect on the 2014 Caterham season.

With one DQ, one new engine, three pole positions, six wins, five seconds and three fastest laps it's been a year of numbers, and not always good ones! After Donington, I genuinely thought that was it for the title, and the somewhat mediocre Zolder confounded that feeling. However, some stellar work from the McMillan Motorsport crew put me back up to the front of the grid for the final four weekends, meaning I managed to overturn the points deficit and 12pt penalty to become champion!”

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“My season has gone very well as I managed to claim second in the national Formula Ford 1600 championship, then I managed to win the Formula Ford Festival, which is the biggest win of my career so far, as I am alongside so many great drivers to win it such as Button, Webber and Herbert. Also, I finished 13th out of 120 at the Walter Hayes Trophy, but was disappointed with that result. Being with Cliff Dempsey Racing has taught me a lot as well and I don’t think I would have been able to achieve so much without being in his team.”

“My first season in the GT Cup Championship driving a Porsche GT3 Cup car was a hard fought battle. I was delighted to win my class and finish second overall in the championship, made possible by my fantastic sponsors and team.”

JONNY MCMULLAN SOULEY MOTORSPORT

“At the Formula Ford Festival at Brands Hatch we had a great weekend in the Souley Motorsport Ray, finishing second in the heat, winning the semi-final and finishing second in the BRSCC Formula Ford Festival, which was a major highlight in my racing career to date. A week later we unfortunately had a component failure in the heat, which meant we had a DNF in the heat and had it all to do on the Sunday to make it to the final. We had a great run from 24th to win the progression race, 36th to sixth in the last chance, and in the semi-final we came from 36th to 15th. Starting 30th for the Walter Hayes Final, we had a good run through to finish 17th. I was major proud of my drive through on the Sunday and of all at Souley Motorsport for giving me a fantastic car. For me now it is on to prepare for the Interview stage for Motorsport Ireland Young Racing Driver of the Year. Massive “thank you” to Brian at Souley Motorsport, mum and dad!”

PAUL INCH MIGHTY MINI

“Thanks to Rodger Tello for giving us all the opportunity to race in a fantastic championship.

We all sometimes forget the s--t he has to put up with on a daily basis, but without him none of this would have happened. Thanks to Bob Bennetts for lending me a car for the whole season, and Chris and Melvin Morgan and Bob again for giving me a front-running car to use.

And all the support from family and friends back at home – you know who you are.”

MOTORSPORT DAYS ANNUAL 7

INTERVIEW

MSV: New track lim regulation has mad racing safer and fa

“

Most competitors are very happy with the new regulation and compliance has been very good

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”

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mits de airer.

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The 2014 season brought about a major change to the regulation concerning track limits, prompting MotorSport Vision (MSV) to introduce a CCTV-based system to stringently enforce the new rules. MSD explores why the changes were made and what impact they have had to date.

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ushing the limits is part and parcel of racing, whether you’re in the final throes of a wheel-to-wheel battle or taking part in your first track day. That said, the line has to be drawn somewhere to guarantee the safety of the drivers and the preservation of the circuit. In time for the start of the 2014 season, the Motor Sports Association (MSA) revised its regulation on track limits, permitting drivers to drive on the track asphalt up to and including the white line, and on the full extent of any kerbs, but not permitting them to put a wheel beyond the white lines or kerbs. Previously, since 2010 in fact, the MSA had stipulated that provided one wheel was within the white line, the rest of the car could be beyond it, so the significant regulation change certainly grabbed the headlines.

Among those impacted by the new rules was MSV, owner and operator of Brands Hatch, Oulton Park, Snetterton, Cadwell Park and Bedford Autodrome. While accepting that the previous regulation was suitable for Formula 1 with its wide kerbs and tarmac beyond, the company highlighted the rule’s unsuitability for most UK national circuits and welcomed the change.

Speaking to MSD at Brands Hatch about the previous version of the regulation, MSV explains: “Some competitors soon realised that they could drive well off the track, beyond the kerb and on to the grass, and there was nothing in the rules to stop it. All ➔

MOTORSPORT DAYS ANNUAL 9

INTERVIEW

circuit owners were very frustrated with this ridiculous situation, as it meant that either circuits had to continually repair grass and mud areas, or spend tens of thousands of pounds adding a two-metre or so concrete margin beyond all kerbs.”

MSV also highlights the fact that many of the competitors were upset too. “Most don’t want to crash their cars across bumpy, stony ground to get a slightly faster time, nor do they want to get their cars peppered with mud and stone from those in front that do. In days of old, big kerbs would have put off most people from going wide, but with evermore focus on safety, particularly for motorbikes to protect fallen riders, kerbs have had to become very mild these days as stipulated by the regulatory bodies and can readily be driven over, particularly by saloons and sports cars, without causing damage or even much upset. The logical place where people should be permitted to drive is on the asphalt plus any kerbs, but not beyond, and this is the new rule.”

When the MSA announced the regulation change, questions were immediately raised about how it would be policed. Cue an investment by MSV in a brand new system, which uses pressure sensors to detect when a car goes off beyond exit kerbs and triggers video footage to be recorded. When a car does infringe the rule, two pictures are taken – a close-up to show the wheel’s proximity to the kerb and a wide image to put the infringement into context. Having initially been rolled out at Brands Hatch, the system can now also be found at Snetterton and Oulton Park.

“This system has been in operation all year and has proved very successful,” says MSV. “The system is linked to screens in race control, which immediately flag up track limits transgressions, allowing the clerk of the course to decide on any action to take, and allowing the driver to be shown why any penalty has been applied.”

These penalties vary in severity: for a first infringement the driver gets a black/white 10 MOTORSPORT DAYS ANNUAL

Legal

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When a driver is presented with a clear image of his car off the track, argument tends to cease Illegal

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flag warning and for a second infringement the driver gets a black flag and has to report to the control tower, but avoids a penalty.

However, if the driver continues to ignore the rule, they receive a black flag and a 20minute track time exclusion for the third and fourth offences.

As MSV explains, the current version of the regulation is the result of extensive fine-tuning. “The MSA brought out version one, which was too harsh, then they brought out version two, which didn’t do the job. So, they ended up with this once they got feedback from all the relevant departments.”

So, one season on, what do the drivers think of the regulation? “Most competitors are very happy with the new regulation and compliance has been very good – far better than many predicted. Any breach of the

many regulations can and does lead to results sometimes being influenced by stewards’ decisions, but track limits disputes have actually been very rare. Advanced monitoring technology, as used by MSV, helps enormously here – when a driver is presented with a clear image of his car off the track, argument tends to cease!”

However, while the rules are strictly enforced, there are occasions where a wheel over the white line and curb does not necessarily result in a warning. “If limits are breached because someone is genuinely forced off the circuit the penalties don’t apply – as was the case for the old regulation. The reason that MSV has invested heavily in track limit technology is to assist in the fair and consistent enforcement of the regulations.”

It would be easy to assume that the reliance on new technology to highlight ontrack foul play has impacted the number of marshals needed, or at least the level of weight given to human observation. But this is certainly not the case at the three tracks where the system has been installed. In fact, human observation and technology are proving to be perfectly complementary.

“The marshal’s role is very helpful in relation to track limits, but it is often quite hard for them alone, and their opinions can be disputed by competitors,” MSV explains. “The technology of track limits sensors and CCTV provide hard evidence. Marshals radio-in to race control if they believe a driver has gained an advantage by exceeding track limits. In race control, there is an observer watching the new system. The two work in tandem.”

One year on from the introduction of the new regulation, it certainly appears to have already had a positive impact. Fairer racing conditions, improved safety for drivers, and better protection from damage for the cars and circuits are all evidence of this. MSV can take great satisfaction from the fact that its decision to invest in the new CCTV-based system has already been justified.

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INTERVIEW

REGULATING NOISE TO MAINTAIN POSITIVE RELATIONSHIPS. Adhering to noise regulations and preserving good relationships with your neighbours is a key part of the balancing act for race circuit operators.

MSD sat down with MotorSport Vision (MSV) to find out more.

Noise may well be an inevitable by-product of motorsport, but that does not mean it can be allowed to interfere with the lives of nearby residents, and all circuits have a duty to balance their operations with the interests of the local communities within which they operate. However, this is not as simple as applying one-size-fits-all regulations to each of the circuit operators across the UK. “All circuits are unique in this respect, in terms of their geography, proximity to local villages etc, and as a result the restrictions under which circuits operate vary from one venue to the next,” says MSV, owner and operator of five UK circuits. “The different circuits are restricted in different ways. At Brands Hatch there is a restriction on the number of days the Grand Prix circuit can be used for racing each year, which serves to make the use of the full circuit even more special for drivers and fans alike.”

To minimise the impact of the noise created as a direct result of on-track activities, an inclusive approach has been adopted when dealing with the issue. “At MSV we have strived to engage with local communities, involve them in the circuits, and provide lots of clear information about what activities are happening each day. In consultation with resMotorsportDays.com

idents, we adhere to self-imposed noise management plans, as a result of which we have a very positive relationship with local communities.”

MSV also makes it as easy as possible for residents to find out what to expect on any given day. For instance, on a dedicated ‘Residents’ section of the Brands Hatch website, a colour coding system can be found, rating each day’s activities as white, green, yellow, orange, red or black. At the lower end of the scale, “white” represents the days and evenings when the circuit has only the quietest activity taking place, of a similar level to normal cars on the local roads, while at the top end of the scale, “black” represents the circuit’s noisiest activity, exceeding 118 dB(A), which is a rare occurrence. Car and motorcycle test and race event days fall into “orange”, which represents a 108 dB(A) limit, and which is adopted by the Motor Sports Association (MSA) and the Auto-Cycle Union (ACU), who set the regulations governing all UK car and motorcycle club racing.

Referring to the thought process behind introducing the colour coding system, MSV explains: “This is part of our engagement with our local community. Communication and transparency are important in noise man-

agement, and the website enables local residents to know what is happening at Brands Hatch on any given day.”

While it would be easy for a circuit operator to resent such noise regulation and the effort associated with maintaining a positive relationship with the local community, there is certainly no sign of this from MSV. The company instead takes a very pragmatic view.

“All circuits face their own unique challenges, but certainly noise is an issue that requires effort and cooperation from all parts of the industry.”

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Communication and transparency are important in noise management

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MOTORSPORT DAYS ANNUAL 11

INTERVIEW

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The MSVT Trackday Trophy was introduced to provide an easy progression path from track days to competitive racing’

MAKING MOTORSPORT ACCESSIBLE AND AFFORDABLE.

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Improving access to motorsport is easier said than done, especially when you consider the size of the budget that is usually needed to race competitively. MSD explores how MotorSport Vision (MSV) is doing its part to help promote the sport at entry level.

Back in 2010, MotorSport Vision Trackdays (MSVT), the in-house track day division of MSV, took the bold step of launching the MSVT Trackday Trophy, which five years on continues to provide a much-needed platform for trackday enthusiasts and novice racers to enter the world of competitive motorsport.

The idea is that drivers can gain their race licence and then go racing, assured of having the support of MSVT every step of the way.

“MSV fully appreciates that grassroots motorsport is vitally important to keep the sport’s entry-level as affordable and accessible as possible, and to provide an arena where would-be professionals can develop and showcase their skills,” MSV explains.

“The MSVT Trackday Trophy was introduced to provide an easy progression path from track days to competitive racing.”

So, how exactly does it work? As MSV outlines, cars must be fully compliant with Motor Sports Association (MSA) regulations – they must have a roll cage, fire extinguisher and cut off switches – but the regulations for the seven-round series are reasonably relaxed.

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The races themselves are designed for teams of two drivers, so the running costs can be shared. Each team must contain at least one novice driver who has competed in less than six races before, and experienced drivers are permitted to race with a novice co-driver. Solo entries are also acceptable from novices.

As for the four classes, they are determined on a power-to-weight ratio, and each event consists of a 30-minute practice/qualifying session and a 45-minute race, both of which take place on the same day.

MSD was keen to gain clarification on which cars are eligible and what type of licence you need to take part. “Sports cars, hatchbacks and saloon cars with up to 175bhp/ton are eligible for the Trackday Trophy,” we are told. As for the licence: “Drivers must hold a valid race licence of at least National B status. If a driver holds a National A licence or higher, they must partner a novice.”

Such was the immediate success of the Trackday Trophy, a year after it was launched, MSVT introduced the Team Trophy for the more experienced drivers, including those

who have gained experience racing in the Trackday Trophy. The races in the Team Trophy are 60 minutes long and there is an additional class for more powerful cars with between 176bhp/ton and 200bhp/ton.

“People like the paddock, it’s a very friendly, relaxed kind of paddock,” MSV says, explaining why so many people make the step up from the Trackday Trophy to the Team Trophy. “It is competitive racing of course, but everyone knows it’s gentlemanly racing and I think that’s why so many people stay with us, because it’s such a relaxed atmosphere.”

As the Trackday Trophy enters its sixth year, MSV is confident that it will continue to be an effective means of making motorsport more accessible.

“The 2015 calendar for both series is taking shape and is set to build on the five successful years so far enjoyed by MSVT’s racing,” MSD is told. Anyone interested in making the step up to competitive racing should certainly take a look.

More information can be found at www.trackdaytrophy.co.uk and www.team-trophy.co.uk MotorsportDays.com

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INTERVIEW

It’s a family affair.

Success in Clubman motorsport does not come overnight, nor does it come from a stroke of luck – despite that being one of Abbie Eaton’s answers during our interview. An impressive two pole positions, five wins, six fastest laps and eight podiums in a fiercely fought 2014 Mazda MX-5 SuperCup has to be recognised as a truly great driving achievement.

B

eing a female driver might make Eaton an anomaly in this sport, but her huge amount of success must breed envy among her male peers. Having started racing in 2001 at national karting level, it was there that she learnt every bit of track craft she knows today. “Due to having large grids, there’s always a kart around you somewhere, so it’s like learning how to play chess,” Eaton says. “If I position my kart here, where will the kart behind me move? It also taught me how to drive a hard race and not to be intimidated by others.”

Karting has been the foundation for many successful drivers and still continues to be, but the real issues facing drivers nowadays is 14 MOTORSPORT DAYS ANNUAL

budget. 2010 saw Eaton out of racing due to lack of funds, but she managed to secure more funding from previous sponsors to go racing again in 2011 in the Mazda MX-5 SuperCup. But motor racing at Clubman level on a budget can be difficult, especially if you are competing with racers for whom money is no object. So, how has Eaton managed to keep on winning?

“The BRSCC (British Racing & Sports Car Club) has ensured that the Mazda MX-5 SuperCup isn’t about how much money you can throw at it. They have made sure regulations are stuck to and that only slight modifications can be done to the car, so it’s a very level playing field. My car is run by the family team, which helps to keep costs down not paying others to maintain everything. With

my father having many years’ experience in racing and building race cars I always knew I would have a car that was there or thereabouts setup-wise, and it was down to me to bring the best out of the car too.”

Eaton’s father is the team boss, her uncle Matt is a keen mechanic and the team’s second in command, while a family friend, Chris, is the lead mechanic. Eaton explains to MSD that running a family team helps to reduce costs, mainly because there is a genuine passion for motorsport and nobody is involved just to earn a wage.

In 2014, Eaton again raced in the BRSCC Mazda MX-5 SuperCup and one of the highlights of her season was securing three race wins at Anglesey, which for us at MSD highlights her consistent pace and commitment.

Although she had only been there a handful MotorsportDays.com

“

I had done the unthinkable and got myself into a position in which I would have sealed the championship and I then had it taken away from me by someone out of the championship fight

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of times before, she had to dig deep and learn quickly the changing ways of the Welsh circuit. As many will know, Anglesey has some of the most breathtaking views. Coming into Rocket, you feel the wind pushing the car, but come round to Peel and the view gives the impression you are going to be launched into the sea. Thinking back to that weekend, she remembers: “I’ve not had the car nailed setup-wise since! The gap to everyone else decreased over the weekend, so all I can put it down to is that we cracked the perfect setup early on and others learnt through the weekend.”

However, the last two races of the season at Donington were not as smooth. “Donington Park was the worst weekend of racing I’ve had in a long time,” she says. “This season we haven’t had too many problems with reliability, so its sod’s law that the weekend we had issues on was the most important weekend’s racing of the year!

“In qualifying we were setting the car up as we didn't have the luxury of testing the day before, so I was sat in fourth for a while until the second to last lap, when I put a quick lap in which moved me to P1, only to be pipped MotorsportDays.com

to the post by Liam Murphy on his last flying lap. I was happy with second place as Tom, my championship rival, was down in fourth.”

For Race 1, Eaton’s game plan was to settle in fourth position, as this was all that was needed to secure the championship. But disaster struck as a pipe came off the power steering and poured fluid all over the tyres and windscreen, pulling the alternator belt off and overheating the engine, resulting in an engine failure and retirement from the race.

But after a few panicked phone calls the team managed to find a damaged MX-5 at a local salvage yard. After a long night’s work, her car was ready for the 2.30pm start the following day. With the MX-5s you are allowed drop scores, so counting Eaton’s penultimate race in the championship meant she picked up points from her lowest finish of sixth place. So once again, all she needed in the final race of the year was to finish fourth to secure the championship. How hard could that be? Well, Eaton had to start Race 2 from the back of the grid due to the DNF in Race 1, so she certainly had her work cut out.

“I managed to overtake 10 places on the

first lap and slowly reeled in the rest, edging my way up to sixth position before Redgate corner,” she explains. “With that, I was hit from behind by Clint Bardwell and spun around. I couldn’t believe it. I had done the unthinkable and got myself into a position in which I would have sealed the championship and I then had it taken away from me by someone out of the championship fight. I think the word “distraught” is an understatement. The car was too damaged to continue, so I brought it into the pits and found a quiet corner to wait in until the end of the race.”

To her surprise, the title fight was far from over. “When BRSCC Competitions Director Drew Furlong came over and announced I was champion I couldn't believe it. I asked several times for confirmation and then the celebrations began! I had won by one point.

Tom Roche finished second in the race but failed to post the fastest lap, which would have gained him another point and won him the championship. I now understand the saying “emotional rollercoaster”!”

What a way to end 2014; a championship fight right down to the wire and out of her control at the very end. But those three wins at Anglesey, two pole positions, eight podiums and six fastest laps highlight why Eaton made it onto the top step.

The last year has not been all about the MX5s for Eaton, though, as she was also lucky enough to drive a Ginetta G55, which has always been a goal of hers. So, with two big milestones achieved in 2014, what does she have planned for 2015? Well, most of the MX-5 racers will be pleased to hear that Eaton is looking for a new challenge. “I still have a lot to learn and would like to start this learning as soon as possible! Both the Ginetta Supercup and British GT look appealing to me and this is what I’m aiming to secure the budget for,” she reveals.

Something tells us we will be seeing a lot more of Abbie Eaton in 2015.

MOTORSPORT DAYS ANNUAL 15

INTERVIEW

King of the overtake.

Having gained no fewer than 108 places in his NGTC Ford Focus over the entire season, AmDTuning.com’s Dave Newsham won the Jack Sears Trophy, which recognises the driver that has achieved the greatest improvement from their respective grid positions during the British Touring Car Championship (BTCC) season. MSD caught up with him in search of some overtaking tips.

MSD: Finishing on top with the most over-

takes against competitors like Alain Menu, Fabrizio Giovanardi and this year’s champion Colin Turkington is a major achievement. Is there anything specific that has helped you achieve this, any exact setup, for example?

DN: The Jack Sears Trophy is not something we set out to win this year. In fact, we only really looked at it after the penultimate round when we appeared second on the leader board. Even then we could have manipulated things going into the final round, but instead decided to just treat it like any other meeting, which was trying to get on the podium. We produced our best qualifying result of the year in tenth place, so we thought we might not win the Trophy, but as you may have seen, we were one of those involved in the first corner incident that took out a number of cars, including mine. What has helped us win this award is purely down to us struggling in qualifying. Our average starting position has been mid-pack around P16, however our race pace has been inside the top ten. We are missing a trick with the car setup. Others find up to one second on new tyres in qualifying, we find approximately three-tenths. However, they come back to our pace in the races.

16 MOTORSPORT DAYS ANNUAL

Being awarded this Trophy shows your competitiveness in 2014. Does this give you more confidence for 2015? What are your plans?

DN: I would dearly like to stay with AmD for next season. We have learned so much together this year that will stand us in good stead for next year. We must not, however, lose sight of the fact the Ford Focus is the first NGTC car AmD have run. We are a small team on a very tight budget up against some very big teams with a wealth of experience and settled quick drivers. Looking back, we could have done better, but we didn’t do too bad either.

MSD:

Overtaking is very difficult in such a close championship, but what sets you apart from your competitors?

DN: As I have said, I think circumstances put us further back than our pace suggests, therefore moving forward during races has been easier than in other formulas, but what I am most proud of is my first lap pace. I have made up on average 2.5 places on the first lap of each race this season. That is something I have always been good at, and I guess it comes down to reading the traffic whilst cars are still packed together, and being committed.

MSD:

BTCC is renowned for aggressive overtaking, so does this make you more aware of who you are trying to pass?

DN: Knowing the drivers you are racing with is very important. Some will defend very aggressively, others will give you just enough room to race. When you don't know the driver well, it might not go so well. A good point in case was at the final round at Brands Hatch, where I tapped Chris Stockton into a spin on two occasions, something I am not very proud of!

That was due to me not knowing the driver well enough. In race one I went down the inside of him into Stirling Bend, he didn’t see me there and pinched me as he went for the racing line. In the second race I was running very close behind him when he braked a little earlier than I was expecting, which caught me out, sending him sideways again. I would, however, like to think that my competitors see me as a clean driver, but also one who is not scared to get my elbows out either.

MSD:

MSD: How exactly do you go about overtaking drivers?

DN: There are a few tools I call upon. One that is most satisfying is selling a dummy. The driver sees you and defends the inside line. I move to the outside making him think the corner is safe and he leaves a little room on

MotorsportDays.com

the inside. Just before the braking point, a quick move to the inside and brake late, too late for a counter, and the corner is yours.

Another reasonably easy one that you see very often in BTCC is following another driver through as he overtakes. You just stay close to the overtaker’s rear bumper, leaving the other driver no room to get back in and he has to concede to you too. Some overtakes are purely instinctive, though, and you react immediately to a situation that opens in front of you.

MSD: When you out-brake someone, you could easily lose the position, so do you have to be careful where you position your car?

DN: You need to be absolutely committed to a gap when one appears. Brake very deep, but you still need to have faith and knowledge that you can slow the car enough for the corner without running wide. Having a

MotorsportDays.com

good feel for the brakes and trail braking is essential. One way is to brake fractionally after the car you are passing brakes, but you still need to be aware of where you are in the braking zone, as the driver you’re passing could be braking too late.

MSD: You obviously had to defend this year

too, whether it’s been a faster car or someone on better tyres trying to get past you.

How do you prevent someone from overtaking you?

DN: If someone is catching me and clearly has more pace, unless it is towards the end of the race it is better to just let them go without defending. Too often drivers defend from lap one and this can ruin both your races as the pace drops off. If you are in a fight with a car on similar pace, then defensive driving is just as much a skill as overtaking. Often the best way to defend starts at the previous cor-

ner, backing them up mid-corner so they don't get a run on you at the next corner. This way your pace will still be good and you can still attack drivers ahead of you. If they do get a run on you, simply hold the inside line, but you still need to brake late getting to the apex before your competitor. Then you are in control of the corner. This does, however, slow the pace down and can spoil any chance of fighting for positions ahead of you.

“

I have made up on average 2.5 places on the first lap of each race this season. That is something I have always been good at

”

MOTORSPORT DAYS ANNUAL 17

INTERVIEW

Living the dream.

In the 12 months since winning the prestigious 25th McLaren Autosport BRDC Award, Matt Parry has been busy competing in the Formula Renault Eurocup championship, guest driving a Caterham R300 and even achieving a life ambition by getting behind the wheel of a McLaren Formula 1 car at Silverstone. MSD caught up with him to look back on an exhilarating year.

A

lready widely recognised as one of British motorsport’s brightest young talents, when Parry received the 25th McLaren Autosport BRDC Award a little over 12 months ago his reputation was elevated to another level. An award win is always welcome, but this one is really something to savour, particularly when you consider that previous winners include the likes of Jenson Button, David Coulthard, Paul di Resta and Dario Franchitti.

Thanks to the award win, 12 years after getting his first taste of motorsport on a motocross bike at the age of just eight, Parry found himself in the cockpit of the McLaren 18 MOTORSPORT DAYS ANNUAL

MP4-26 – the very car that Jenson Button drove to victory in the Canadian Grand Prix back in 2011.

“You hit that throttle pedal at the exit of a corner and before you know it you are on the lights and in third, fourth, fifth…so quick,” Parry says, recalling the moment he realised his biggest ambition. “It’s like releasing a rocket, continuous acceleration until you reach the braking point. In the first session I was on new tyres, so I was trying to get some temperature in them and the brakes and the engine, so I had to hit the engine limiter a few times to help warm it up. But once I was down past Arena 1 and 2 towards Brooklands, that was the first time I hit the pedal. I gave it full beans in seventh gear heading

towards Brooklands at God-knows-whatspeed and it felt fantastic!”

As you would expect, Parry admits the car took some getting used to. “I tested the F3 car, which doesn’t have the speed to get to the corner, but it’s got similar downforce levels, but with the F1 car you approach it at 180mph and you just need to do a little lift or brake and you trust the downforce and tyres to get you round the corner. With the carbon brakes you just hit that brake as hard as you can. Even I was looking at my braking points in the Renault at Silverstone and when they tell you how late you can brake and how hard you can hit that brake pedal you are actually quite worried the first time, as you are thinking ‘is this thing going to stop?’ It’s just so MotorsportDays.com

hard to describe how quick it is. I’ve driven some quick cars but they’re just nowhere near it. We all know the figures of what the car can do, but when you drive it for yourself the first time it’s just so quick.”

Those other fast cars that Parry refers to include F2, Mercedes DTM and McLaren GT3 machinery, which he drove as part of his on-track assessment for the McLaren Autosport BRDC Award. However, in 2014 he dedicated most of his track time to competing in the Formula Renault Eurocup championship off the back of winning the Formula Renault 2.0 NEC championship in 2013.

Among the highlights in 2014 was a podium at the Moscow Raceway, a circuit he had never visited before, but overall it proved MotorsportDays.com

to be a “frustrating” season. “I went into the championship as one of the favourites as the NEC champion, but it didn’t go our way this year, and the team and I struggled to find a good balance with the car,” he reveals.

Parry also had a guest drive in a Caterham R300 at Donington. “I came third in the first race and third in the second, but I got black flagged for impeding the track limits,” he explains. “But track rules in Europe are different to the UK. In Europe you are allowed two wheels across the white line as long as two wheels are inside the white lines. But in the R300s it was a case that you were not allowed over the white lines and curb at all. It was a great experience, though, and the R300 drivers are really quick and great racers.”

“

I hope to see that Welsh dragon on the side of a Formula 1 car

”

MOTORSPORT DAYS ANNUAL 19

INTERVIEW

“

I’d hate to leave the current championship as I’ve always won the championships I have entered, or been top-three, so I’ve got some unfinished business

”

After an eventful 2014 Parry, who has been part of the Caterham Driver Development Programme since 2011, is now looking forward to what 2015 has in store. Although he recently tested a two-litre Formula 3 car, he explains that he has “unfinished business” in the Formula Renault Eurocup championship.

“I’d hate to leave the current championship as I’ve always won the championships I have entered, or been top-three, so I’ve got some unfinished business. I want to succeed in that and I know I can. It’s just about having the right preparation and the right build-up, and I can see where we went wrong in the last racing year,” he says.

“But if there is an opportunity to step into something bigger like the 3.5, I feel like I’m ready for the step up in power and downforce; I’m physically ready and mentally ready, whatever the opportunity. Watch this space. I’ll be doing something at a good level, maybe GP3.

I can’t wait to start racing in 2015.”

20 MOTORSPORT DAYS ANNUAL

Beyond this, as you would expect, Parry has even loftier ambitions, including becoming the first Welshman since Tom Pryce back in the 1970s to compete in Formula 1.

“Obviously it’s a hard road to go down with the different routes and the different requirements in terms of budget types, but of course I want to get there and would love to follow in Tom Pryce’s footsteps. I’m sure a lot of people would agree that he was a world champion in the making. Without his

tragic accident he would have gone on to win multiple championships, he was really that special.”

Parry continues: “Welsh motorsport is heavily into the rallying stage, so I would love to bring that much-needed desire for singleseaters. But I would like to say that Sport Wales have been a great support over the last four years, and the Welsh Association for Racing Drivers have been fantastic as well. I hope I can reward that by trying to get to the top of my level and putting Wales back on the map for racing drivers for single-seaters. We have a good set of Welsh drivers at the moment in the junior championships, so hopefully one of us – and I hope it will be me, of course – makes it to Formula 1. I hope to see that Welsh dragon on the side of a Formula 1 car, which is what we all desire.”

Given everything Parry has achieved in his career to date, we wouldn’t bet against him making this a reality.

MotorsportDays.com

INTERVIEW

On your marks…

Ranging from track marking and cleaning, to friction testing and run-off design, racing circuits have to be perfectly designed to satisfy both safety and aesthetic demands, as MSD found out from Roadgrip, a company that has applied its expertise to racing circuits in the likes of Abu Dhabi, Singapore, Bahrain, Texas and the UK, to name just a few.

areas has to be FIA and FIM approved. It has an aggregate incorporated into it to ensure good friction, especially when wet. Generally, the racing line has the best friction characteristics as it gets scoured by the tyres. In Singapore we spend a week prior to the race deep cleaning the track surface with our 42,000 psi (pounds per square inch) Trackjet water jetting machine. This is done largely because it is a street circuit and to remove contamination. The process, though, does improve and even out the friction across the track, which hopefully has the effect of creating more opportunity to overtake by getting better grip across the track profile.

think gravel traps will become a thing of the past?

Roadgrip: Where space allows, we have seen a gradual move away from gravel traps, although they still remain the best way of safely arresting motorcycles when they come off.

MSD: The Trackjet system removes all rubber

What circuits will we see you at next year and are there any new noteworthy developments to speak of for 2015?

Roadgrip: I hope that we will return to the same circuits in 2015. We are, of course, talking to others and we would hope to add one or two more to the portfolio. I particularly enjoy the challenges of street circuits; Monaco would be a nice venue to become involved with. Also, we are currently in talks with a company that manufactures a robotic paint machine that can quickly trace onto the ground any design to a considerable degree of intricacy. If the demand is there, we may consider rolling this out in 2015.

Drivers are constantly reminded of track limits during briefings. Is this something the circuits discuss with you?

Roadgrip: The run-off design process is often a joint project, with the track ultimately deciding on the design. Our job is to advise on what is practically possible from a painting/design point of view. The legislative element is the client’s responsibility.

and keeps the circuit clean, but a local driver's knowledge has always been key to finding maximum grip levels. So, how much does this affect the racing lines?

Roadgrip: Trackjet can considerably improve the grip level on a circuit. It is, of course, a matter of debate as to whether this is a good thing and takes away the element of local knowledge. Personally, I like the idea of creating a "green" track surface, which could allow for more overtaking opportunities on a circuit.

Most racers hate running wide – is there a lack of grip on these run-off areas?

Roadgrip: Any painting on track and run-off

MSD: Are circuit markings something we will

MSD:

MSD:

MotorsportDays.com

see more of around UK circuits and do you

How would circuits like Brands Hatch and Snetterton benefit, considering their limited run-off areas? Is grass an option?

Roadgrip: We can design anything in to make use of run-off space, whatever the size.

Smaller circuits could consider using these spaces as advertising space and creating a revenue stream for themselves.

MSD:

MSD:

MOTORSPORT DAYS ANNUAL 21

INTERVIEW

22 MOTORSPORT DAYS ANNUAL

MotorsportDays.com

INTERVIEW

‘Just because you’re breathing doesn’t mean you’re alive’.

Championship-winning motorcycle racer, former race team manager, five-tonne truck driver, renowned practical joker and previous holder of the world record for "Fastest Speed Achieved in Reverse". You name it, Steve Parrish has done it.

S

itting in London’s Royal Automobile Club (RAC), the exclusive private members club established 117 years ago with the aim of encouraging automobilism in Britain, it seems somewhat ironic that the man sitting opposite me is best known for his exploits on two wheels, not four.

“So, should I call you Steve or Stavros?”

Perhaps not the ice-breaker you’d expect to ask the man who carved out a multi-championship-winning career in motorcycle racing, team management and truck racing, before going on to become one of motorsport’s most recognisable faces and voices as a highly respected commentator.

Of course, sitting opposite me is Steve Parrish, who explains that the nickname “Stavros” was coined by none other than the great Barry Sheene, alongside whom Parrish competed for the Suzuki team in his first season in the 1977 500cc World Championship.

“Stavros” was a reference to Parrish’s apparent similarities – his black curly hair to be precise – to a character of the same name in the TV series Kojak, and it has stuck for the last 27 years. For the record, he is happy to be called Steve or Stavros, or even just Parrish!

MotorsportDays.com

Keen to delve into the early days of his career to find out what attracted Parrish to motorsport, it’s a surprise to hear that the 1978 500cc British champion, two-time Shell 500 champion and winner of a 1981 Superbike title may well have been better suited to racing cars.

“

I truthfully believe I would have been a better car racer than bike racer, but bike racing was cheaper

”

“I did club racing from the age of about 19,” he says. “I guess I was attracted by the speed.

I loved a bit of speed and I truthfully believe that I would have been a better car racer than bike racer, but bike racing was cheaper and I didn’t have the money. You could buy a motorcycle cheaper, and build a motorcycle and transport a motorcycle much easier than you could a car. So, it was a combination of finances and that I just wanted to go fast.”

Just four years after joining the club racing scene, Parrish found himself riding for Suzuki

alongside Barry Sheene, the two-time 500cc world champion and a true icon of motorcycle racing. He clearly wasn’t fazed by his rise to fame and became known on the circuit as a notorious practical joker, even posing as his teammate during a qualifying session on one occasion. But Parrish also achieved instant respect among his peers thanks to his impressive performances on track.

Looking back to that 1977 season, Parrish remembers: “My fondest ever memory was at the Belgian Grand Prix in Spa, and I still think back to that particular race and I remember battling it out with Giacomo Agostini. I was racing with my teammate, Barry Sheene, at the time and he was my hero as well, but there were also names like Tepi Länsivuori and Agostini, and I was having a real good ding-dong with him!

“I kept passing Agostini and he kept passing me, and I kept smiling thinking he was probably wondering, “who the hell is this that’s giving me a hard time?” And I did end up beating him in the end to finish fifth in the race.”

Almost four decades on from Parrish being thrust into the limelight, the likes of Bradley Smith in MotoGP and Daniil Kvyat in Formula 1 will have recently experienced similar emotions racing alongside world champions such as Valentino Rossi and Sebastian Vettel. HowMOTORSPORT DAYS ANNUAL 23

INTERVIEW

ever, Parrish’s jovial spirit is momentarily dampened when asked about the obstacles facing other young racers who have the potential to break into motorsport.

“Unfortunately, motorsport now fits very much into the category of you have to come from a privileged family. It’s expensive and so very few of the kids from a council house are going to come into motorsport. It’s sad.”

This is not to say that all of today’s young talents are from such backgrounds, and Parrish points out Scott Redding, who rides for GO&FUN Honda Gresini in MotoGP. “Scott has been one of the few, but generally it’s kids from privileged families that go into motor racing nowadays,” Parrish reiterates, “and I’m really not sure how you can get more people doing it.”

Beyond motorcycle racing, Parrish does actually have great experience competing on four wheels, and not just from his Guinness World Record-breaking feat of recording the “Fastest Speed Achieved in Reverse” in a specially adapted Caterham, nor his spell racing in the Vauxhall Caterham Series.

In fact, after retiring from motorcycle racing in 1986, Parrish forged a successful career as a truck racer, winning the 1987 British Open Truck Racing Championship and then winning both the British and European titles in 1990. He retained the British title for four years, and the European one for three, before regaining the European crown again in 1996.

“When truck racing turned up I had already done the odd celebrity car race in the '70s and '80s,” Parrish tells me. “I used to race against Barry (Sheene) and other bike racers, and generally I’d win the race.” With his close friend Sheene already signed up to race for DAF Trucks, Parrish put in a call to Mercedes 24 MOTORSPORT DAYS ANNUAL

Benz UK. “I said, “I’m faster than Barry Sheene, he's driving for DAF, if you want me to drive your Mercedes I’ll have a go at it”. It was sort of serendipity, really. I just turned up and did it, and was successful at it.”

So, just how difficult is the transition from a 160kg motorcycle to a five-tonne truck? “It wasn’t as serious because it wasn’t as dangerous,” Parrish reveals. "After racing motorcycles, when you know if you make a mistake you could easily die, racing a truck the penalty was far less. It seemed quite easy, actually.

“You might be surprised, but the similarities of racing the two are quite close, because a motorcycle doesn’t want to go round corners, it wants to go in a straight line, so you have to coax it into corners, and a truck is very much the same."

With my time with Parrish edging to a close, I’m intrigued by his passion for cars, and can’t help but wonder which he prefers, two wheels or four? His answer is certain: “Undoubtedly two”, largely because of the inherent risks involved and the guaranteed excitement in every race. "It's interesting that here at the RAC Club and at the BDRC, all the car people love motorcycle racing,” he adds.

“They are car people, but you can't help but love motorcycle sport and the racing that's going on."

I’m also keen to find out what he has planned for 2015, and whether a return to team management could be tempting, especially considering the success he achieved with the UK Yamaha factory race team between 1987 and 1991, when he led them to three British Superbike Championship titles. As it happens, he "wouldn't be averse" to a return to management in the future, but for now his intention is simply to carry on enjoying himself and to take opportunities as they come.

As we walk out of the trophy-adorned room at the Royal Automobile Club, he leaves me with a philosophical parting message, which perhaps best explains his palpable passion for all things motorsport: “The way I look at it is this: just because you’re breathing doesn’t mean you’re alive".

“

When truck racing turned up I had already done the odd celebrity car race in the '70s and '80s

”

MotorsportDays.com

MotorsportDays.com

MOTORSPORT DAYS ANNUAL 25

INTERVIEW

Live and let drive.

He’s been The Stig, doubled for James Bond, taught a plethora of big-name celebrities how to drive and raced in too many disciplines to list. MSD finds out what it’s like to be Ben Collins.

T

here aren’t too many people around who you can say have one of the best jobs in the world. Maybe a handful – the likes of Lewis Hamilton and Martin Brundle spring to mind – but Ben Collins 26 MOTORSPORT DAYS ANNUAL

must at least come close to topping even those two.

Collins is most famous for his role as The Stig in the Top Gear television series, setting lap times and tutoring celebrities for the ‘Star in a Reasonably Priced Car’ segment. He also provides stunt driver services for Hollywood

blockbusters, and has raced in a variety of disciplines, ranging from Formula Three and Indy Lights, to the Le Mans Series, the British Touring Car Championship (BTCC) and, more recently, the FIA World Endurance Championship in a Ferrari 458. Not a bad way to carve out a living.

We had the pleasure of meeting him at the James Bond Museum in London, an apt location given his stunt driving roles in films such as Quantum of Solace and Skyfall. We were naturally interested to find out how exactly it all works behind the scenes when you’re operating alongside the likes of Daniel Craig.

“The thing I love most about working in film is the level of teamwork and cooperation,” Collins reveals. “It’s a fantastic collaboration across a multitude of skill sets, from driving to martial arts, horse riding, sky diving and basically anything dangerous. The stunt team is always led by a seasoned coordinator and we all work together to make the sequences as spectacular as possible, and I really enjoy being a part of the creative process.”

Having the chance to work with some of the most talented actors in the business is also a clear appeal. “You usually get to meet the actor you're doubling for in a film and it's amazing to see their talent in front of the camera. Working with Daniel Craig on the last two Bond movies was a real privilege; he's got a sharp wit and he's not shy in a car either.”

So, how do you go from a young “wannabe” to a professional racer, instructor and stunt double to the stars? It seems that for Collins, he was destined to live a highoctane lifestyle from a very young age. “My informal training began on the farm at a tender age, driving anything I could get my hands on that propelled me at speed. My first taste of motorsport was Silverstone’s driving school in a single-seater, and my lap times were under the circuit record. I was hooked and went racing in Formula First and after a lot of crashing I finally understood the adage, “to finish first you must finish first”. Then I started winning.”

In his guise as The Stig, which came to an end in 2010 when his real identity was MotorsportDays.com

“

After a lot of crashing I finally understood the adage, ‘to finish first you must finish first’.

Then I started winning

”

revealed in his autobiography, Collins was again rubbing shoulders with household names, including the likes of Tom Cruise and Lionel Richie, but it was actually a British actress and comedienne that he was most impressed with. And any young racer reading this would do well to note the reason why.

“There were many (who stood out), but the one who really surprised me was Jennifer Saunders, who managed to set the pole time.

She picked up the essence of controlling speed very quickly, even with no background in cars whatsoever. The secret to her success,” Collins says, “was that despite not knowing how to drive fast, she did know how to listen and as a result she learned very quickly.”

At this stage, we’re still fascinated by how Collins, or anyone else for that matter, can end up becoming The Stig, but according to the man himself, “it started like any other job application, with a strong desire on my part and by sending my CV to the show’s producers”.

He continues: “My future boss had a system for dealing with that kind of thing. He piled ‘em high and chucked the top half in the bin, eliminating at a stroke the unlucky ones! I sent in some film footage of me sliding cars around and it stoked enough interest to merit my evalMotorsportDays.com

uation at Top Gear's circuit at Dunsfold. My lap times were faster than Black Stig by a good margin, but I was never told until three months later when I was formally hired.”

For most racers, it goes without saying that they would jump at the chance to follow in the footsteps of Collins, who while accepting that “budget always helps” on the road from Clubman level to the likes of Formula 1, thinks improvements to how drivers are tutored would also be of benefit.

“I think the ARDS (Association of Racing Drivers Schools) test should be more detailed, but the problem we face in the UK is the lack of racing schools,” he says. “I certainly hope that Silverstone will re-kindle the racing school, because there’s nowhere in the UK now that offers a proper introduction to racing.”

The man who once piloted the Batmobile has now released a book on the subject of driving improvements, and you might be surprised to learn that ‘How to Drive’ is about how to drive better, not faster. It’s clearly something Collins feels passionate about, and when asked if road licence training should be made more difficult, he responds: “I don't think you need to make the test harder to make it better. I find it hard to believe that the fundamentals of driving, speed and awareness are not taught in the classroom at a much younger age, long before you're handed the keys to something shiny. Skid pan training would benefit every driver on the planet as long as it’s married to a good attitude.” Again, however, the problem with making such an addition to the test is “the added cost for new drivers, who face cripplingly expensive bills already”.

With “author” now ticked off the list, there’s surely not a lot more for Collins to achieve. Or so you would think. “I'm hoping to remain in the FIA World Endurance Championship and I really, really, really want to win Le Mans. Film-wise, I’m not sure yet, but as long as there are car chases I want to be in them!”

MOTORSPORT DAYS ANNUAL 27

INTERVIEW

Marshal matters.

Motorsport marshals in the UK offer a fantastic service, which means we can all go racing safely. But do we really acknowledge and follow their instructions as much as we should, or even show them the appreciation they deserve? It’s time for the marshals to have their say.

W

hen MSD spoke to Chris Hobson, National Chairman of the British Motorsport Marshals Club (BMMC), he provided us with a real eye-opener on the role of marshals. We all have a good idea of what marshals do, but we wanted to find out what drivers can do to make their job easier. “Work with us!” Hobson says. “Obey the flag signals and rules laid down for the event. Recognise that when a

28 MOTORSPORT DAYS ANNUAL

yellow or red flag is displayed there may well be marshals exposed to danger, trying to help a fellow competitor. You owe them a duty of care to slow down and ensure you have complete control of your vehicle. Obey the instructions given to you in the paddock, assembly area etc, and remember these people are volunteers – without them there would be no motorsport as we know it today.”

Hobson was keen to point out that after a race or a track day, we should all show a little appreciation – even a wave, a smile or a

“

Recognise that when a yellow or red flag is displayed there may well be marshals exposed to danger

”

MotorsportDays.com

“thank you” goes a long way, especially as most marshals are on duty all day, in all weather.

But as he points out, obeying the flags is the most important thing. There are many dangers to marshals, and as we recently witnessed in Formula 1, a “live snatch” can prove to be extremely dangerous. If you are not familiar with the term, a live snatch is the recovery of a vehicle in a dangerous position while either the race is still ongoing or cars are circulating under the control of a safety car. This is covered by double waved yellow flags, plus possibly flashing yellow lights.

Hobson explains: “The Incident Officer and a track marshal designated the “hooker” will go to the stricken vehicle and the Incident Officer will provide a safety watch while the hooker attempts to attach a towing strop to the car. If the car is buried in gravel, the hooker has to lie down and scoop gravel away to access the towing eye/strop – a very exposed procedure. When the vehicle is hooked up, the snatch vehicle will approach, the hooker will attach the end of the towing strop to the snatch vehicle and retire to a “safe” position. When the snatch vehicle MotorsportDays.com

starts to recover the racing car the strop might break, or the towing eye might pull out of the car. Wherever possible, the racing car will be dragged further away from the track hopefully to a position where it can be taken through a vehicle gap.”

This, he says, is why all drivers must make a concerted effort to acknowledge the flags.

“Drivers should be more attentive where snatches are taking place, because the marshals working on the snatch are exposed to danger – if one car came off, others might follow – and the snatch vehicles are big, heavy objects to hit.”

As the concern for safety in motorsport is paramount, UK marshals undertake training through The British Motor Sport Training Trust (BMSTT). The Motor Sports Association (MSA) also manages a training and grading scheme, and requires registered marshals to attend a formal training day at least once every three years. In addition, marshals are required to participate in particular modules relevant to their grades at these training days; in some cases this will mean attending a training day every year as it is not possible to include all the modules in one day.

“

A day on the bank should be part of the ARDS test

”

MOTORSPORT DAYS ANNUAL 29

INTERVIEW

“The scheme recognises that most training is provided as experience on the job, so there is a requirement to attend a minimum number of days in a grade before the marshal can be assessed for an upgrade,” Hobson tells MSD. “Training is both theoretical and practical, involving firefighting, first aid, signalling, communications, leadership, report writing and many other skills required of a motorsport marshal, as well as those specific to the role being undertaken.”

With so many new drivers taking their Association of Racing Drivers Schools (ARDS) test, we at MSD believe that any new driver should do a day’s marshalling to experience first-hand a marshal’s job. Some schemes and scholarships offer this already, but should this be publicised more?

“Every driver – bar one – that I have encountered who has spent a day “on the bank” has commented that the experience opened their eyes and enhanced their driving ability,” Hobson reveals. “They had a greater appreciation of what marshals do and also the risks they themselves were taking.

Many marshals feel that a day on the bank should be part of the ARDS test, but we wonder if it will be less effective if made compulsory. We would certainly welcome more drivers taking the opportunity.

“It should be noted that a novice driver may obtain one signature for marshalling instead of competing, and we find those that take this opportunity consider it a day well spent.”

The modern day marshal role hasn’t, in essence, changed a great deal over the last 20 years, but the way they actually undertake their job is constantly evolving. “Health and safety features largely in everyone’s life today and it is no different for marshalling. The major circuits have bigger and bigger run off areas, which pushes the marshals back away from the track,” Hobson says. “They have greater difficulty getting drivers to see their flag signals and they also have more exposed ground to cover to get to an incident on or next to the track. This leads to more safety car interventions and more red flags. Marshals 30 MOTORSPORT DAYS ANNUAL

“

It should be noted that a novice driver may obtain one signature for marshalling instead of competing, and we find those that take this opportunity consider it a day well spent

”

are taught to look after themselves first, their colleagues second and drivers third; they are no good to anyone if they get injured. Their greater appreciation of risk assessment plus the non-observance of yellow flags can lead to delays in responding to incidents.”

Most marshals are able to contribute as many days a year to their hobby as they wish.

For some this may be in single figures, for others it is every weekend of the year.

Regardless of how many days they marshal, though, one thing is certain: the marshals are the lifeblood of the sport – volunteers willingly giving their time and skills to allow others to enjoy competing, being there in all weather, performing all the roles and asking nothing in return except for some recognition and thanks.

Next time you are on track, remember to be patient, work with the marshals and obey the flags to guarantee a safer and even more enjoyable drive.

To find out more about the British Motorsports Marshals Club (BMMC), the ‘Getting Started’ page on the BMMC website invites potential marshals to volunteer for a “Taster Day” before they make any commitment to marshalling. Visit www.marshals.co.uk for more information.

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WHY INSURE WITH THEM? Grove & Dean Motorsport Insurance will provide peace of mind by taking care of everything off track, so you can stay on it. With every policy there is no 3rd party liability on a race track, meaning you are not only insuring yourself, but you gain the added benefit of protecting yourself and your car from others. Their inhouse claims service is renowned for ensuring a speedy and trouble free resolution for all incidents and this is backed up by the personal level of service provided from start to finish.

If you are looking for an insurance company with experience, expertise, enthusiasm and dedication to your sport, the team is ready to assist you on +44 (0)1708 606768. Keeping your costs down, your mind at ease and your car on the track has never been easier.

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MOTORSPORT DAYS ANNUAL 31

AWARDS

MotorsportDays Awards.

A celebration of Clubman Motorsport

Motorsport Days Awards 2015.

In Clubman motorsport there are many hardworking and unsung heroes who often don’t receive the recognition they deserve. Motorsport Days has decided to change that and we are proud to this year launch the Motorsport Days Awards 2015 to recognise the industry’s outstanding organisations and individuals that have made the most telling contributions to Clubman motorsport during the last 12 months.

O

ver the last few months, we have asked championship organisers and our enewsletter readers – more than 4,500 subscribers in total – to vote for those that they think are deserving of each of our eight awards. For each category, the three nominations with the highest number of votes have since been considered by our task force of racers and other influential figures from the motorsport industry, who have jointly decided the outright winners. We hope you will join us in praising these fantastic achievements.

32 MOTORSPORT DAYS ANNUAL

MSD UK CLUBMAN DRIVER OF THE YEAR

The first award is the MSD UK Clubman Driver of the Year, which has been voted for both by our readers and UK championship organisers. We wanted to celebrate the driver that has managed to stand out from the crowd, not just in terms of results, but how those results have been achieved. Our winner has had a phenomenal amount of votes for his inspirational performance in his Mazda MX-5. He is a double-amputee, who lost both his legs while serving in Afghanistan, but has managed to return to the track with some stunning performances and results. In fact, in his first year of competitive racing, he secured third place overall in the Max5 Championship.

Some of the comments from the voters truly sum this person up: “An inspiration”; “Showing such courage and ability after coming through such adversity in his life! He is an inspiration to us all”; “He hasn't let his physical injury stand in his way of competing and improving. He's an inspiration to everyone with all he has achieved”; “He’s overcome life-changing injuries to pursue a career in motorsport. He’s also willing to promote the sport and introduce others to a sport they thought would be out of their reach”. Need we say any more?

MSD UK Clubman Driver of the Year: David Birrell

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AWARDS

SUPPLIER OF THE YEAR

TRACK DAY ORGANISER OF THE YEAR

UK CLUBMAN CHAMPIONSHIP OF THE YEAR

There are many suppliers to championships and drivers, providing everything from tyres and car parts to race gear. This award recognises the supplier in the motorsport industry that has exceeded expectations with its products and customer service.

Our winner has shown exceptional knowledge and service, highlighting the fact that its staff really care about their customers, while selling motorsport brands, producing bespoke packages and supplying everything any racer needs, from racewear and kartwear, to mechanical and technical products.

“Very professional”, “Best customer service” and “Consistently great support to the racing community” were among the comments from the many voters.

With more than 1,000 track and test days to choose from in the UK, many regular track day users make a point of staying loyal to the same organisers. This is often due to the way the days are run, the loyalty benefits and rates. This award proved to be a closerun battle between three organisers: Gold Track, BookaTrack and Open Track Events.

The winner has exceeded users’ expectations by delivering informative briefings, friendly hospitality, and free photos and tuition (and by offering free doughnuts!).

Voters said: “By far and away the best track day organiser I have had the pleasure of taking part with. Really friendly atmosphere, clear rules and briefing every time”; “Best value and Dave is a top man”; “The friendliest and best run open pit lane days.

Great tuition from expert drivers included in the price, along with cracking photography”; and “If Carlsberg did track days, they would be Open Track Event track days”.

There are in excess of 100 championships in the UK, which means it is naturally difficult to know which one is the best to compete in.

This award recognises the best championship and the organiser that has helped encourage both new and existing racers to compete on a regular basis, while ensuring an enjoyable racing season.

This championship has seen growth on the grids with more than 60 drivers competing, and a regular grid in the mid-thirties. Each race consists of a 20-minute qualifying session and a 20-minute race, all broadcast on Motors TV throughout the season. During race weekends, the organiser has a dedicated Race Centre, which is the focal point of the paddock and offers all competitors and team owners a meeting point to socialise.

They manage to tightly control the regulations with very few modifications, making this a great entry route into Clubman motorsport.

Our voters have said: “A great Clubman level of racing” and “Cost effective and close racing”.

Supplier of the Year: Demon Tweeks PROFESSIONAL MOTORSPORT EQUIPMENT

CIRCUIT OF THE YEAR

With more than 20 UK circuits, including both regular use track day and sprint circuits, our winner has gone to great lengths to update and improve the facilities for both the track user and spectator. The winner boasts a new pit lane complex facility, including new pit garages and a new control tower. Spectators are also big fans of this circuit, which offers great views and overtaking viewpoints, including the elevated position above the Corkscrew and the recently developed area at Peel and Rocket.

The area from The Banking, through Church and beyond will also soon be developed, which will make viewing possible from virtually the entire circuit perimeter. Whether your preference is for two or four wheels, this circuit has a lot to offer.

Voters said: “It has the all-round package.

Great to drive, good facilities and viewing”, and “Increasing facilities each year on a fabulous circuit with multiple variations”.

Circuit of the Year: Anglesey Circuit – Trac Mon

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Track Day Organiser of the Year: Open Track Events

UK Clubman Championship of the Year: BRSCC Mazda MX-5 Championship

TEST DAY ORGANISER OF THE YEAR

Most circuits organise test days to help prepare racers for the race weekends ahead. It’s hard for our winner not to be among the favourites, considering they operate five circuits in the UK, which have improved dramatically in recent years.

We’re sure you will agree that they offer some of the best facilities, providing a safe environment for license holders to test and improve on track. Some voters have pointed out specific individuals, such as Stuart Garland and Mark Rusted, while others have said: “Just all-round superb and good value for money”, and quite simply “Great facilities”.

Test Day Organiser of the Year: MotorSport Vision

“

There are in excess of 100 championships in the UK, which means it is naturally difficult to know which one is the best to compete in

”

MOTORSPORT DAYS ANNUAL 33

AWARDS

TEAM OF THE YEAR

UNSUNG HERO OF THE YEAR

Race teams at all levels can help racers become more competitive by allowing them to gain invaluable competition experience.

We wanted this award to take into consideration teams of all sizes, so we could reward the one that has surpassed expectations in all aspects of race preparation and on track.

Our worthy winner’s aim is to aid the recovery and rehabilitation of those affected by military operations, by providing opportunities through motorsport. Its strong team ethos helps to inspire and rebuild confidence, while developing skills, including mechanical competencies, logistics and management.

A comment from one of the voter’s aptly summed this team up: “Double-amputee racing at the front! Providing wounded lads with experience and jobs…enough said!”

Another described this team as “Just massively inspirational”.

There were many worthy contenders for this award, and we received plenty of nominations for a variety of people, ranging from doctors, such as Dennis at Silverstone and Mick Tredwell at Brands Hatch, to Pembrey marshals.

In truth, the task force found it very difficult to decide – there were so many worthy candidates to choose from, it was practically impossible to pick one. So, the winner of this award falls under a wider umbrella: marshals.

The task force all agreed that marshals are the unsung heroes of motorsport, who always go the extra mile.

Without marshals and without their commitment and dedication, which is often offered on a voluntary basis, we would not have regular race meetings or track days.

“

The task force found it very difficult to decide – there were so many worthy candidates to choose from

”

Unsung Hero of the Year: British Motorsport Marshals Club (BMMC)

Team of the Year: Mission Motorsport

MotorsportDays Awards.

A celebration of Clubman Motorsport

34 MOTORSPORT DAYS ANNUAL

MotorsportDays.com

track guides

Silverstone Track Guide.

By Ollie Millroy, Asian Le Mans Series driver for AAI Motorsports

36 MOTORSPORT DAYS ANNUAL

S

ilverstone is a very popular track amongst all of the drivers and certainly one of my favourites. It has a great balance of high speed, flowing sections of track and some tight, technical corners where you need to be very disciplined. When the state-of-theart pit building was opened in 2011, the circuit was extended, which has produced some great overtaking opportunities, especially at Turn 3.

Circuit knowledge is very important to producing the perfect lap around Silverstone, as there are a few tricks that are not initially obvious but can gain you a lot of time over your competitors. With combinations of corners leading onto long straights, you need to be thinking 500 metres ahead sometimes, and with the barriers a long way from the edge of the circuit, it is sometimes difficult to judge your speed, braking and turning points. All of these factors make it very challenging to learn and to drive, but also extremely rewarding when you cross the line and see a good lap time on your dash! I have written this circuit guide using my own notes, which won us the European Le Mans Series race here in 2013, so I hope it really gives you an insight into what’s involved in a flying lap of the Silverstone GP Arena Circuit.

MotorsportDays.com

track guides

TURNS 1 & 2 – ABBEY & FARM CURVE

Turn 1 is a very fast corner and you approach it at high speed after the start/finish straight. It’s very important to keep the car stable and balanced by being smooth on the pedals with a very light brake. You need to pick up the power as soon as possible, keeping the load on the outside tyres and then allow the car to run to the exit curb. In a lot of cars, you will be full throttle through Turn 2, Farm Curve, and again when the car is under this much load it’s important to be very smooth with the controls.

If it’s not quite flat out, it may be worth trying a little bit of left foot braking whilst on the power as this is a good trick to keep the car stable at high speed.

Silverrston ne

TURN 3 – VILLAGE CORNER

Village Corner is one of the main features on the new section of circuit, as it provides a great overtaking opportunity with its heavy braking zone. As you run wide on the exit of Turn 2, it’s important to make a lot of effort to position the car to the left-hand side for the braking zone.

When you reach the braking point, it is important to have your positioning finished and the car running parallel to the white line, as this will allow to you brake as late as possible. As there is only a very short run to Turn 4, you can afford to sacrifice the exit here and carry lots of entry and minimum speed, but be careful not to run out within one car width of the exit curb.

able lap time. As you start to enter the corner, avoid the first apex by over one car-width, which will give you space to attack the second apex. As with turn three, the exit is not important, so all the time is won on braking, entry and minimum speed.

TURN 7 – LUFFIELD

TURN 4 – THE LOOP

The exit is extremely important here, so make a lot of effort between Turn 3 and 4 to get back to the right side. A late apex and a straight car on the exit is your target here to get maximum traction and good acceleration. It’s a long run down towards Brooklands, so the keyword here is certainly ‘exit’.

TURN 6 – BROOKLANDS CORNER

As you approach Brooklands Corner, your vision and focus point is crucial. It is made up of two apexes and the second is your target for braking. This is really important as a lot of drivers brake too early here, giving away valuMotorsportDays.com

Luffield is one of the most technical corners in the world and without a doubt, getting this right is extremely important and a key point to getting a fast lap at Silverstone. It is important to carry a high entry speed and really attack the first part of the corner. If your minimum speed and apex point is too low, you have to pick up the power early, which will result in a poor exit. Try to have a very low minimum speed when rotating the car in the middle of the corner, get the car pointed toward the exit curb and get back to full power as soon as possible. The ‘V’ technique of an aggressive entry, low minimum speed and good exit is really important here. ➔

“

Luffield is one of the most technical corners in the world

”

MOTORSPORT DAYS ANNUAL 37

track guides

TURN 9 – COPSE CORNER

TURN 14 – STOWE CORNER

TURN 17 – CLUB

Copse is very high speed, so as with Turn 1 you focus on being smooth with the pedals and with the steering. You need a light brake to keep the pitch of the car to a minimum, turn in towards the apex and hold on tight. You try to squeeze the power nice and early to keep the load on the outside tyres.

Stowe has a very late apex, so as you approach, your vision must be as far around the corner as possible. This is the only way of finding the correct braking point. Once you have decelerated the car enough, reduce the brake early and keep working your way around to the apex with a balanced car and a little bit of power. Once the exit curb is in sight, the circuit will drop away and the car will go light, but it is important to commit to the power and trust that the car will grip.

Club is a great corner to end the lap and full throttle in a lot of cars. You must ensure your vision is focused on the exit, as it’s easy to turn in too early here, making the corner much tighter. Once you have committed to the power, it’s important to stay committed as a lift here could really unsettle the car, which is not a nice feeling with such little run-off!

TURNS 10, 11 & 12 – MAGGOTTS & BECKETTS

This is great fun to drive in any car, as you will be right on the limit of grip the whole way through this complex. It’s a technical part of the circuit and your main objective is to get a good exit onto the Hangar Straight. Maggotts is about bravery and carrying a high minimum speed. The apex curb does not unsettle most cars, so you can use this as it reduces the angle of the corner. The left at Becketts is where you must be disciplined and concentrate on your positioning; this is crucial for your exit towards Stowe. Sacrificing minimum speed here is important, as you must keep the car to the left before turning right for the final part. Losing 0.1 seconds here will gain you 0.4 seconds by the time you brake for Stowe.

38 MOTORSPORT DAYS ANNUAL

TURNS 15 & 16 – VALE

Vale is tricky and a good challenge to keep you on your toes at the end of the lap. Braking is important here, but be sure not to brake too late as the braking zone is very bumpy and missing the apex here will compromise your exit. After the left you must position the car in the middle of the road to allow yourself some space for the second part. A small lift and maybe a touch of brake will help rotate the car and then you need to get back on the power as soon as possible.

“

Club is a great corner to end the lap and full throttle in a lot of cars

”

MotorsportDays.com

track guide

Brands Hatch Track Guide.

By Tom Oliphant, GT racing driver

rands Hatch GP is a very technical and exhilarating track; a tough mixture of high-speed blind corners and technical bends makes it a true test of driver skill. Throughout this track guide, we will focus on car positioning and driving technique – the two main aspects you need to get right in order to master the circuit – along with some personal tips that I feel make up those last few tenths.

B

DRUIDS

The lap starts along the Brabham Straight.

You want to position the car along the pit wall to start with, as this reduces the distance to T1. When you see the start/finish line you will smoothly move the car up the hill to the left in preparation for Paddock Hill Bend.

The second corner is Druids, which is the slowest corner on the track and requires patience to maximise the exit back down the hill. On entry, the car should be positioned on the left after Paddock Hill Bend. You can brake late here due to the corner elevation on entry, and you want to brake straight into the apex to ‘V’ the corner. After hitting the first apex, under the brakes allow the car to run out in the middle of the corner about one to two metres away from the kerb, rotate the car and aim for the second late apex before applying the throttle. On exit, apply the power smoothly. The car will want to break away under power here as we are now heading back down the hill, so be careful. Allow the car to run all the way to the exit kerb.

PADDOCK HILL BEND

GRAHAM HILL BEND

Paddock Hill Bend is one of the trickiest corners in the country. It is a blind right-hander that drops away at the apex before compressing on the exit and requires both patience and skill to execute correctly. Upon entry, position the car roughly two-metres away from the white line on the left, just after the start/finish line. Make sure you brake just before the brow of the hill and allow the car to flow out to the left over the brow. The turning point for the corner is when you reach the emergency exit around on the left. You want to aim for a late apex to maximise the exit, and apply the power as soon as you reach the apex. The car will naturally run out until the exit kerb, where the compression grips the car back up.

This comes up quickly after Druids and it requires pre-planning to get the most out of the car and the corner. After exiting Druids you need to bring the car back to the right as soon as possible to open up Graham Hill Bend. You brake just before the kink to the left and select the gear early. It is crucial to this corner that you hit the apex, so only apply the throttle after the apex. Upon exit, be sure not to run too much of the exit kerb, as this harms the run down the straight to Surtees.

BRABHAM STRAIGHT

MotorsportDays.com

SURTEES

This is probably the most important corner on the track as it determines the speed you carry all the way down the straight. You want to position the car on the left, right on the

white line. Under braking, you want to run the car wide for a late apex. As this corner is uphill, you want to get on the power early before the apex. This will require you to rotate the car early before the apex also. The exit of this corner is blind, so make sure you are comfortable with the track layout before you push. Something to watch out for is the car going light on the exit. You want to anticipate this and keep the car slightly tighter on the exit. As usual, you want the car to run all the way to the exit kerb to maximise the exit speed. Next we come to the main straight through the forest and under the bridge.

Upon exiting Surtees it is important to stay to the right through the slight kink to reduce the distance travelled down the straight.

HAWTHORN’S

After the kink, position the car to the left in preparation for Hawthorn’s. Hawthorn’s shows the true driving talents from the rest. It is an extremely quick right-hand corner, which is uphill and requires the driver to carry excess entry speed in to account for the elevation change after the apex. The entry is a light brake, select the gear early and release as soon as possible. The corner requires a late apex; when you are on the limit you should feel the car want to run wide on the entry, but it will grip up with the track elevation just before the apex. As soon as the car wants to make the apex, apply the throttle to keep the minimum speed up. Allow the car to run all the way to the exit kerb, but make sure not to run onto it as this can pull you onto the grass.

WESTFIELD

This is another tricky corner that is off camber and drops away on the exit. It is crucial that you make the apex kerb for this corner. The car should already be on the left from the previous corner, so brake hard and slow the car slightly more than you think you should. Mid-corner, it is crucial to hit the apex kerb as if you miss this you will run wide, which ruins the exit speed. Only once you have passed the apex should you be thinking about applying the throttle. You want to allow the car to run within half-a-metre of the exit kerb, but no more. ➔ MOTORSPORT DAYS ANNUAL 39

track guide

1) Entry to Clear Ways

2) Clear Ways Mid-Corner

1) Entry to Druids

2) Druids Mid-Corner

3) Druids Exit

1) Entry to Graham Hill Bend

2) Graham Hill Bend Mid-Corner

3) Graham Hill Bend Exit

DINGLE DELL

STIRLING’S

Dingle Dell looks like a slightly curved straight, but it is quite a technical part of the track and positioning is very important for entry into Sheene. Through Dingle Dell, you want to stay roughly three-metres from the left of the track and drive a smooth curve around the outside of the “straight”, making sure you exit a metre off the white line on the left of the track to enter into Sheene.

This is a very quick, banked left-hand corner that requires drivers to turn in early with lots of entry speed and trust that the camber will hold the car into the corner. And trust me, it does! On entry, position the car on the righthand side of the track along the white line.

You want to brake early and turn in early carrying a high entry speed to take advantage of the positive camber. Mid-corner, you want to run the apex kerb. It is an early apex, but remember to keep the lock on and make the camber work with the car to carry you to the exit. Only apply the power after the apex. If you apply it before then you can carry more entry speed into the corner. Let the car run all the way to the exit kerb, where you can run it partially. However, if you use too much it may be slightly unstable.

SHEENE CURVE

Sheene is another blind entry corner and it requires a great amount of preparation through Dingle Dell, as previously mentioned. On entry, the car needs to be close to the left white line on the exit of Dingle Dell, about one-metre from the white line. Again, just like Westfield you want to take as much apex kerb as possible to straighten the corner out, and apply the power on the apex. You want to exit the corner just to the left of the middle of the track. You have to keep in mind that you will need to position to the right early for Stirling’s.

40 MOTORSPORT DAYS ANNUAL

CLARK CURVE

The last corner is Clark, which looks like an easy corner but it drops away on the exit, making it a little more difficult. You want to position the car to the left early on the

straight before Clark. Brake all the way into the corner to keep the nose into the apex. It is a late apex – remember that as soon as you have hit the apex, the track will drop away, so you have to be patient on the throttle. As you exit, the car will naturally run wide, so just make sure you don’t run onto the grass.

Then position the car close to the pit wall for the start of another lap.

Brands Hatch GP is one of the most challenging tracks in the UK, but the massive track elevation changes and its blind corners provide a very exciting experience. The main things to keep in mind around this track are to be patient, only push when you are confident and don’t over-push, otherwise the track will bite back.

The important thing, though, is to enjoy it.

Make sure you take all these tips with a pinch of salt and adapt them to your car and experience. Every car and driver is different and therefore they all require a slightly different line.

MotorsportDays.com

TRack guIdE

Castle Combe Circuit. astle Combe Circuit held its first race in 1950, the same year as Silverstone. From the humble beginnings of the first race meetings organised by the Bristol Motorcycle and Light Car Club, the circuit is now in use on around 250 days of the year.

Dubbed the ‘Best Club Racing Circuit in Britain’ by Autosport magazine, the Circuit hosts three home championships for Saloon, GT and Formula Ford, which will be joined by the Sports Racing series for its second year

C

Avon Rise which leads into it. The slightly downhill, off camber, late apex Tower corner and the mega fast false apex Camp Corner mean that although Castle Combe’s layout can be quickly learned, it can take years to master!

The circuit has its own Racing School offering circuit, rally and under-17 driving experiin 2015. The racing calendar also includes a ences, and hosts car and bike track days two-day bike meeting in June and the hugely throughout the year. One of the biggest popular Autumn Classic historic racing festi- attractions to the car track days is the tuition val in October. Unlike many UK circuits, rac- from Combe’s alumni of instructors, which is ers competing at Combe can expect to be offered completely free. performing to a healthy crowd lining the The picturesque and private circuit is embankments for an excellent view of the on- hugely popular for TV/video and magazine track action. shoots, and is available for exclusive hire from The 1.85 mile circuit is one of the fastest just £2,000 + VAT per day, making it the perand most challenging in the UK and home to fect venue for corporate events, manufacthe infamous Quarry corner, made challeng- turer/dealer demo days, private testing, club ing by the blind cresting, camber changing track days and more.

Castle Combe Circuit The best club racing in Britain - Autosport Magazine RACE MEETINGS Mon 6th April Mon 4th May Mon 25th May 27th/28th June (Bike) 18th/19th July Sat 8th August Mon 31st August Sat 5th September Sat 3rd October (Classic) Sat 10th October

BIKE TRACK DAYS

DRIVING EXPERIENCES

Full day - £170

Full Day - £130

FREE tuition from ARDS Instructors

FREE tuition from highly experienced instructors

Passenger Experiences from £40

Semi-Open Pit format

Less bikes – more track space!

CAR TRACK DAYS

(no fixed groups – join any session)

100dBA Noise Limit (static) Novices / new to track welcome See website for dates & more details

(max 12 bikes on track at one time)

Driving Experiences from £110 Saloon & Sports Cars

Novices / new to track welcome

Formula Ford 1600

See website for dates & more details

See website for dates & more details

Rally Driving

www.castlecombecircuit.co.uk www .castlecomb becircuit.co.uk - justt off M4 between Bri Bristol istol & Swindon - 01 01249 1249 782 417 MotorsportDays.com

MOTORSPORT DAYS ANNUAL 41

TRack guIdE

Snetterton Track Guide.

By William Smith, Caterham Roadsport racer Riches. The run from Riches and approach to Montreal is quick, and there's time to be made braking late, but it's a balancing act as it's easy to run too deep and leave the door open. Turn in is slightly earlier than expected as the road falls away slightly. Try to induce some rotation into the car at the apex and get the car straight as quickly as possible for a quick exit.

he Snetterton 300 circuit is based on an old airfield site, RAF Snetterton Heath, which opened in 1943 and was used by the United States Army Air Force during WW2, before closing in 1948.

The track has gone through many changes over the years, the most notable of which was in 2010 when huge investment went into creating an infield section of track, adding approximately a mile on to the circuit length and making it the second longest circuit in the country at 2.96 miles. One thing I've noticed is it's always cold!

It’s certainly one of my favourite circuits in the UK. Although it lacks undulations and gradient changes, Snetterton is an exhilarating circuit and a real challenge for a driver.

There are three main configurations – the 100, 200 and 300 circuits – but I'll be basing my circuit guide on the most commonly used 300 circuit in a Caterham Roadsport car.

PALMER

RICHES

AGOSTINI

Looking at a picture of Riches from above, it looks like a double apex bend, and some do treat it as such, but I prefer to concentrate on the first apex and then let the car run through the rest of the bend. It's a fast corner and takes some building up to. In the Roadsport car either a slight lift or a quick downshift from 5th to 4th is sufficient to kill enough speed for turn in. The apex kerb can be used, but I prefer to just nick it to minimise unsettling the car.

The braking into Agostini needs to be as late as possible. It’s not necessary to run too deep into the bend, but ideally your apex is around the final third of the kerb. Getting the car as straight as possible and hard on the power for the short run to Hamilton.

T

MONTREAL

This should be a great overtaking spot, but in reality it is easily covered by the defending driver unless a mistake is made through 42 MOTORSPORT DAYS ANNUAL

track limits here on the exit. The kerb is quite rough, but can still comfortably be used when required.

OGGIES

Turn in is much earlier than expected as there's some camber in the road that can be utilised by bringing the car to the apex sooner. Carry in as much speed as you dare using the lock of the car to kill the speed rather than the brake; this does induce a little over-steer at the apex, which needs to be kept to a minimum. Then hard on the throttle as soon as the car is settled, and the exit kerb is friendly and can be used if required.

HAMILTON

It’s easier to lose time here by being a bit greedy and running out too wide than it is to make up much time. It's a great little corner and brilliant fun when you get it right. A lift on turn in is all that's required once you're happy with the balance of the car, trying to be hard on the gas just before the apex if you've got it right. Be warned, it’s very easy to fall foul of

A very short run from Hamilton, Oggies should be easy, but is deceptively tricky as it's easy to run too deep being greedy on the brakes. Turn in quite early, use all the kerb and then back hard on the power, driving all the way through the bend letting it run right up to the white line.

WILLIAMS

This is the last corner before the long back straight, so a good exit here is crucial. Again turn in slightly earlier than perhaps you would expect, carry enough speed to help the car turn into the apex, picking up the throttle as soon as you can, firing you onto the long back straight.

BRUNDLE AND NELSON

In my opinion, the hardest sequence on the circuit, but perfect this and your lap time will tumble. At top speed after the long Bentley Straight coming from the far right of the circuit, trail braking is the key. Brake hard initially, down one gear to 4th then trail braking through the rest of the bend, down one more gear and turn into Nelson. As soon as the car feels settled, hopefully just before the apex, hard back on the throttle for a short run to Bomb Hole.

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TRack MaPS

BOMB HOLE

CORAM

The fact the Bomb Hole is the corner with the biggest elevation change on the whole circuit gives you an idea of just how flat this circuit is. Bomb Hole is a quick corner, so a slight lift on turn in just to bring some weight to the front of the car to limit under-steer is all that's required. In the middle of the mid-corner compression is drain cover – aim for around that as an apex. Then hard on the power before the apex and let the car run all the way out to the white line on exit.

It's a quick exit from the Bomb Hole and the initial part of Coram is flat, so it's an exhilarating bend. Coming in from the left of the track on full throttle and coming tight to the inside, wait till the car starts to pick up under-steer.

Then feather the throttle to bring the car back to the right to set yourself up for the final corner, before the start finish straight, Murrays.

MURRAYS

On paper, Murrays looks like a great overtaking spot but in reality, unless you're much

quicker than the car in front, it's unlikely to happen cleanly here. It’s better to concentrate on a good exit and pick up a slipstream if possible. Having carried a lot of speed through Coram and brought the car back to the right-hand side of the turn in, try to be back on the power by the apex at the very latest. I limit my use of the exit kerb as it's not really necessary and can hurt traction. Then hard on the power to the start/finish line and cross your fingers it's been a quick one!

Some say hugging the pit wall as you finish the lap can gain an extra 100th or two!

Track Maps.

D in Don ngton n Circuit r t

Croft Circuit C c

S

Castle Co C ombe e

MotorsportDays.com

Knock khilll

T ux Thr xton

MOTORSPORT DAYS ANNUAL 43

TRack MaPS

Blyton B n Park a

A Aintree e

Angle esey

Silverrston ne

Brand B ds Ha atch h

Cadw C well P Park

G H

44 MOTORSPORT DAYS ANNUAL

MotorsportDays.com

TRack MaPS

Bedfo ord Autod u drom me

Mallo ory Park

Oulto O on Park a

P brey C Pemb Circuit

Rockiingh ham

Snette erton n

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MOTORSPORT DAYS ANNUAL 45

INTERVIEW

Bräck on track.

MSD had the honour of sitting down to lunch with IndyCar Series legend Kenny Bräck to find out why music and racing go hand in hand, and to ask for tips on driving in the wet following his Goodwood Revival masterclass.

H

ow often do you listen to a bit of music before going out on track? On the road it can have a real impact on your driving style. Before a race it can get the adrenaline pumping, as long as someone can take the iPod off you before you leave the paddock! I must say, though, that apart from this adrenaline boost and Fleetwood Mac’s “The 46 MOTORSPORT DAYS ANNUAL

Chain”, I have never really connected music, mechanics and driving.

At this year’s Goodwood Revival, I was lucky enough to meet Kenny Bräck, Indy Racing League (now IndyCar) champion, Indy 500 winner and lead member of his own rock band “Bräck”, and I asked him for a few wet track driving tips following his breathtaking GT40 drive in wet conditions at the previous year’s Revival. We agreed to meet up for lunch for an informal chat, and to discuss

an idea for a television programme (more on that in the future).

The first thing that strikes me about Kenny is what a nice chap he is – polite, helpful and punctual. He even offered to pay for lunch as I had driven further than him! Mind you, there has to be a sharp edge in there somewhere, otherwise he could never have achieved everything he has over the years. His real passion these days, apart from family and friends, is music. He reckons he can’t pass by a guitar shop without buying one!

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factfile name

KENNY BRÄCK

BORN

1966, ARVIKA, SWEDEN

“

One second below top lap speed is easy and looks close, but it flatters your teammates.

The extra second is where the champs are

Honours:

1993 BARBER SAAB PRO SERIES CHAMPION, 1998 INDY RACING LEAGUE CHAMPION, 1999 INDY 500 WINNER TEAMS:

RAHAL LETTERMAN RACING CHIP GANASSI RACING A. J. FOYT ENTERPRISES GALLES RACING

As we start to discuss driving style, it is clear he believes in the creative process and that race car setup is artistic, in a way very similar to music and musicians. As a musician himself, and having shared a drive with Red Bull Racing’s very own conductor, Adrian Newey, on that momentous wet GT40 drive, I guess he should know all about both! The drive at Goodwood is available on YouTube, so I encourage you to take a look.

Just before we met for lunch I read one of Kenny’s recent interviews. It was a great read and I am embarrassed to admit how little I knew about him, but having now spent some time with him, I can’t help but feel that the interview did not really do him justice or portray the real Kenny Bräck, who is deep and MotorsportDays.com

thoughtful, but generous with his views.

As we moved onto talking about driving, I soon realised he was so far ahead of most drivers I have met, it could prove difficult to translate his wet track skills. After all, his father taught him to drive on ice lakes, so he should know a thing or two about sliding! Another driver I recently mentioned Bräck’s Goodwood drive to said: “Yes, it looks spectacular, but he’s showboating”. I couldn’t help but tell that to Kenny, who admits: “Yeah, you do a few laps for the crowd!”

So what tips did I get for racing in the wet?

Basically, push and feel for the grip. Let the wheels spin and wait for the grip, back off a bit and push again. “The track won’t be evenly wet, so drive through the puddles searching for the dryer bit to get the power back down,” Bräck tells me. “All in all, it’s about that creative feel and is no easier to explain than if you asked Mike Fleetwood to explain how they came up with the ‘The Chain’ riff”.

As for the GT40 drive: “The old cars have less grip, so you can feel for the slip. Back off, wait for the grip and push again. The track dries and wets differently. Even in the wet you must find the zone and go for it. If you can’t get in that envelope, you may not push as

”

hard and that can be as bad as overdoing it.

Try to reach the zone…not everyone can do it. It’s almost surreal; the best can dip in and out of it almost at will during a race. Reaching the limit in qualifying is different – shut your eyes (metaphorically) and go for it. Look for the advantage, something different. If everyone has something, it’s not an advantage.”

With the driving tips in the bag, we move on to talk about the sport in general and what makes a champion. In Kenny’s own words: “The difference that makes the top achievers is that they have the biggest passion that drives them through everything to keep focused. They drive through all the distractions – socialising, parties, other sports and interests – and keep going and going. On top of that, it takes 10,000 hours, or about five years, to become an expert.”

I think it’s his last quote that sums him up, though. This is from someone who hit the barrier at over 200mph at 214 g’s and survived, albeit with horrendous injuries, including a broken sternum and femur, a shattered back, and broken ankles and ribs.

“If you do 180mph on an oval it is fast but it feels dangerous. If the right speed is 200mph, it feels better! So you have to push through your limit to get the performance.”

MOTORSPORTDAYS ANNUAL 47

FITNESS

Drive yourself to full fitness.

Frank Gorman (www.frankpersonaltraining.com) has worked in the health and ďŹ tness industry for more than 15 years, over which time he has established an all-encompassing online lifestyle plan to help transform the lives of his clients.

Your workouts are going to be two tough workouts. Feel free to do a simple recovery endurance day, which could be a swim, jog or cycle for 30-45 minutes working at a low intensity.

GYM TERMS

Reps = how many times you will perform the exercise Sets = how many times you will repeat those reps (e.g. 3 x 8 = 3 sets of 8 reps)

DAY 1 STRENGTH AND ENDURANCE

Today's workout is going to combine some strength training to improve upper body strength, and some endurance circuits.

I

t was frustrating to witness the general public not using the gym to its maximum, or utilising ingredients in the kitchen, and becoming overweight, unhealthy and even depressed!� he says.

Strong words, but what radical changes do we need to improve our fitness and wellbeing, and why is this relevant to motorsport? “Nowadays, F1 drivers are globally recognised as top athletes, with most competing in fitness outside of their own sport, such as triathlons. The gap between competitors is not just in the car, but having the fitness to become stronger and sharper. “When was the last time you got out of a car on a test day and didn’t feel out of breath?� Frank asks. “I expect you do regularly, but when you see Nico or Lewis get out of an F1 car after a two-hour race, they look like they’ve been down to the shops.�

Here, Frank Gorman has outlined a few example days of fitness and nutrition to help you become fitter, healthier and an even faster driver in 2015. “I believe anyone can change their life, all they need are the tools and the will to change! If you have the will, I will show you the rest!�

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The key with any gym plan to supplement a sports specific plan is to make sure there is functional crossover to the sport. Racing is no different from any other sport; your body must be prepared to: â—? Repeat high-end demands all day. â—? Recover quickly. â—? Have strong stable shoulders, neck and arms to withstand speed and any impact. â—? And most importantly, prevent injuries!

So, starting with the most important point: injury prevention. Here are the vital points: í˘ą ALWAYS warm up in the gym to get blood flow into the muscles and prepare them for action. í˘˛ Always STOP when technique goes. If your posture goes you are increasing the chance of injury, potentially ruling you out on race day. í˘ł ALWAYS follow a simple stretch plan during the week to prevent postural imbalances becoming injuries.

First two exercises – rest for 90 seconds between each set: GOBLET SQUAT – 5 X 5:

This is an easier exercise to learn than the back squat, which often results in poor technique and therefore injury. â—? Place the dumbbell in front of your chest.

Keep an upright posture. � Drive your hips back and down, and keep looking straight ahead – don’t let your arms and chest collapse. � Keep the exercise fast and explosive. Your goal over the next four weeks is to keep increasing the weight, NOT to add more reps. DUMBBELL SQUAT AND PRESS – 5 X 5:

Hold the dumbbell with you palms facing your ears. â—? Drive hips back and squat. â—? Explode and drive.

As before, this exercise will help get you strong, so for the next four weeks focus on increasing weight, not reps. â—?

IN THE GYM

ENDURANCE CIRCUIT

Now, the aim of your workout in the gym is to prepare you for the rigours and intensity of race days, working you hard but leaving you fresh for the race weekend.

Now you are going to work in circuit format, so take a 10-second rest between the four exercises and then 60 seconds at the end of each complete round. âž” MOTORSPORT DAYS ANNUAL 49

FITNESS

DAY 2 STRENGTH CIRCUIT

ENDURANCE CIRCUIT

Follow the exercises one after the other like a round, and at the end of each round rest for 60 seconds. Today's workout is going to build strong back and neck muscles, and will finish you off with an endurance blast.

Rest for 10 seconds between each exercise and 60 seconds between rounds.

ROMANIAN DEADLIFT – 4 X 10: KETTLE BELL SWING – 4 X 20-25:

The kettle bell is a tool of the Old Soviet Union – Russian men had to swing 24kg or they were considered girls! If you’re new to a kettle bell, I’d start with 12kg and you will be a man again soon! ● Focus on bend (not squat) . ● Look down and swing through to chest height. ● Squeeze the kettle bell at the top to stabilise the lower back.

This is an easier to learn version than a deadlift and decreases the likelihood of injury. ● Bend and slide the dumbbell down your thighs. ● Go halfway down your shins and DO NOT round your back. ● Drive back up.

DUMBBELL PULL AND PRESS – 3 X 15 (EACH ARM): ● ●

●

Take a squat stance.

Pull the dumbbell to your shoulder as you stand up.

Press the dumbbell overhead, lower to shoulder and repeat.

RENEGADE ROWS – 3 X 15 (EACH ARM): ● ● ●

TRAP SHRUGS – 4 X 12: ●

●

Lift your shoulders and keep your arms straight.

Hold at the top for three seconds to force those muscles to stabilise.

●

Get in the press-up position.

Do a push-up.

Row the dumbbell to your armpit on both sides and repeat.

Keep wide stance with feet.

PRESS-UPS – 4 X 15-20:

“

Hands under the shoulders.

Lower whole body in one – nose and balls should touch the floor at the same time!

● ●

BENT OVER ROW – 4 X 15: ●

●

PRISONER LUNGES – 4 X 15-20 (EACH LEG): ●

●

Place your hands behind your ears and keep your upright posture.

Big strides and power back.

50 MOTORSPORT DAYS ANNUAL

●

Bend over like you’re looking over a cliff edge.

Row your elbows back so the dumbbells touch your armpits.

Hold and pinch your shoulder blades together for two seconds.

The kettle bell is a tool of the Old Soviet Union – Russian men had to swing 24kg or they were considered girls!

”

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FITNESS

NUTRITION

Here is an example of a three-day menu:

The key with food is you cannot eat junk all week then expect to perform at the weekend.

SIMPLE NUTRITION GUIDE: ●

●

Eat a minimum of three to five meals a day (if you’re looking to lose weight, three meals is optimal).

Each meal must contain animal protein and vegetables.

DAY 1

DAY 2

BREAKFAST

BREAKFAST

● ● ● ● ●

300g beef mince 1 egg Onions Peppers Mix and fry into burgers

● ● ● ●

300g of salmon fillets Quinoa salad Almonds Fruit of your choice

LUNCH

Carbohydrates should be easy to digest and non-inflammatory. Carbs with some people, due to the fact they release serotonin, can make them sleepy and sluggish. So keep an eye on how carbs affect you – if they make you want to get some kip, the last thing you want is carbs pre- or mid-race. You need to have lots of fats with your meals e.g. coconut oil, olive oil, duck fat, nuts, seeds, avocado and red meats to prevent energy crashes. Then eat your carbs post-race and with your evening meals. If carbs give you energy and help you focus, have them with every meal. I would avoid carbs that contain gluten, due to the fact gluten is hard to digest and will make you sluggish. Instead, eat rice, quinoa, potatoes, buckwheat and rice pasta as your main carb sources.

Enjoy with avocado/two slices of brown gluten-free toast and a handful of cashews.

● ● ●

200-250g duck Roast sweet potatoes Fresh green veg

LUNCH ● ● ● ●

200-300g chicken thighs Quinoa Olive oil Seeds and salad

DINNER ● ● ●

DAY 3

DINNER ● ● ●

250-300g chicken thighs Rice pasta and pesto sauce Veg of your choice

Steak Sweet potatoes roasted in duck fat Broccoli

BREAKFAST ● ● ● ●

300g of frying steak Three eggs Veg of your choice Two slices of gluten free toast with peanut butter

LUNCH ●

I would recommend the following on race day and throughout the week:

200-250g salmon fillets and quinoa salad

DINNER ●

Omelette with ham and cottage cheese

MEAT AND NUTS FOR BREAKFAST

This will set you up for the day, which is essential on race days. The high protein will prevent blood sugar crashes and will help prevent loss of concentration and increase focus. Clients often struggle at first with the thought of meat for breakfast, but within a few days they cannot live without it (it will do your waistline good too!).

However, a rasher of bacon will not cut it ...I’m talking MEAT…300-400 grams of steak or mince. From feedback from thousands of clients, 90% do better on dark meat. So, chicken for breakfast will not cut it.

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“

To keep energy levels up during the day on race day, I would make food and bring it in a lunch box

”

To keep energy levels up during the day on race day, I would make food and bring it in a lunch box (a small cool box will be needed to keep any meat cold). Drink water throughout the day – you should be aiming for a minimum of three litres every day. Good energy boosting food for snacks on the day are nuts, seeds and dried fruit. On long race meets, a good lunch will be needed to stop your blood sugar dropping and prevent you losing concentration.

www.frankpersonaltraining.com

MOTORSPORT DAYS ANNUAL 51

results

Championship results.

BARC SBD Championship.

Position

Name

1

Mike Stark

2

BRSCC Alfa Romeo Championship.

Total Points

Derek Jones

187.43

Position

Race Number

Name

Total Points

183.19

1

95

James Bishop

223

181.7

2

23

James Ford

179 157

3

William Hunt

4

Chris Berrisford

181.54

3

53

Graham Seager

5

Stephen Riddle

164.65

4

17

Tom Herbert

139

6

Mike Edwards

154.47

5

21

Steve Potts

136

7

Tim Cole

149.74

6

5

Ray Foley

133

19

Nick Anderson

133 126

8

Elen Worthington

132.47

7

9

Emma Hunt

97.15

8

25

Bryan Shrubb

84.09

9

1

Roger Evans

124

10

18

Andy Hancock

120

10

Helen Currie

11

Brian Marshall

81.92

12

Geoff Kershaw

80.76

13

Martin Harrison

30.6

Championship Organiser

14

Neil Duncanson

21

Co-ordinator

15

David Pearce

18.76

Tel Email

16

Alex Harrison

13.05

17

Liz Pearce

10.09

18

Graham Holdstock 0

19

Tim Richardson

52 MOTORSPORT DAYS ANNUAL

BRSCC Drew Furlong 01732 780100 drew@brscc.co.uk

ARCA was established at the end of 2001 to run the BRSCC’s Alfa Romeo Championship which has just completed its 33rd year. It remains one of the best supported series on the UK club racing scene, attracting over 50 registered drivers in 2014. More info can be found on the championship website: alfaracer.com

0

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BRSCC MX-5 Championship.

Championship Organiser BRSCC Co-ordinator Drew Furlong Tel 01732 783142 Email drew@brscc.co.uk

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37

Total Points 1,602 1,576 1,522 1,394 1,332 1,324 1,306 1,280 1,249 1,232 1,162 1,117 1,109 1,076 972 968 965 920 904 854 814 786 746 708 700 696 672 642 568 548 534 506 504 492 486 468 468

Race Number Name 6 James Blake-Baldwin 3 Alan Henderson 88 Jonathan JJ Clements 42 Charlie Charman 31 Sam Smith 285 Darron Lewis 46 Simon Goddard 44 Paul Bishop 48 Simon Baldwin 18 Clive Powles 37 James Harris 68 Paul Tucker 22 Chris Hart 23 Martin Tolley 41 Kevin Brent 76 Brian Chandler 188 Jake Simpson 34 Matt Tasker 43 Will Blackwell-Chambers 105 Roger Chesneau 8 Michael Fisk 45 Gary Hufford 55 Graham Colby 7 Jason Greatrex 147 Ben Tuck 142 Tony Liversidge 61 Lewis Field 12 Andrew Caird 111 Danny Green 101 Simon Woods 26 Paul Yeomans 5 Richard Collins 15 Harry Deane 29 Adam Craig 77 John Cockburn-Evans 62 William Stephenson 75 Bruce Carter

38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75

93 63 36 90 72 21 118 11 58 13 4 47 10 50 40 61 62 75 24 1 90 123 10 14 61 2 81 66 100 96 11 90 82 100 64 47 78 112

Kris Greatrex Oliver Allwood Andy Coombs Daniel Irving Joshua Jackson Henry Lawson Scott Ferguson Jiri Horalek Dale Whiteman Scott Leach David Henderson Stephen Craggs Michael Lawson Christian Young Ian Prescott Steven Andrew Roy Stephensen Guy Carter David Hart Tom Roche Will Picken Callum Edwards Alex Ashby Ben Short Carl Andrew Dave Staples Richard Breland Piers Chandler Simon Drinkall Cameron Thompson Barry Ward Harry Woodman Russ Lindsay Simon Ricketts Chris Dawkins Tristian Harrison-Kerr Ahmed Binkhanen Paul Brown

462 458 408 378 366 342 324 320 310 302 296 294 264 262 250 240 240 208 202 196 194 190 188 178 168 142 128 124 110 88 68 64 62 58 54 40 40 26

With tightly controlled regulations and few modifications allowed, the Mazda MX-5 Mk1 is a great entry route into club motorsport as the Mazda MX-5 has proved to be a very popular choice with competitors looking for affordable and competitive racing. In 2014, more than 70 drivers were registered for the Championship.

BRSCC MX-5 SuperCup. Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Race Number Name 44 Abbie Eaton 25 Tom Roche 91 Matt Davies 11 Liam Muphy 10 Chris Lord 21 Simon Fleet 93 John Davies 58 Mike Comber 16 Adam Brindle 223 Garry Townsend 61 Steve Andrew 71 Geoff Gouriet 5 Robert Way 68 Justin Newnam 19 David Chapman 34 Clint Bardwell 55 George Line

Championship Organiser BRSCC Co-ordinator Drew Furlong Tel 01732 783142 Email drew@brscc.co.uk Total Points 1,448 1,447 1,414 1,375 1,258 1,152 1,136 1,086 1,046 938 848 842 822 798 776 708 696

18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

6 27 18 8 77 17 4 13 9 40 2 46 118 61 7 20 13 42

Julian Taylor James Hart Paul Sheard Nicola Gillatt Jeremy Crook Darren Standing Will Chappell Peter Gillatt Anthony Nield Ray Worley James Aspinall Simon Goddard Russell Tamplin Carl Andrew Ray Grimes Tom Collins David Whitmore John Collins

684 684 644 560 548 502 500 486 474 342 336 190 172 166 154 152 150 128

The MX-5 SuperCup takes this popular, fast and reliable sports car and with sensible performance modifications, creates a superb platform for competitive racing that is suitable for both experienced and novice drivers.

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MOTORSPORT DAYS ANNUAL 53

results

Caterham Cars / BRSCC Championship.

ACADEMY GROUP 2

ACADEMY GROUP 1 Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Race Number Name 15 Alistair Calvert 8 Olly Wigg 30 Benjamin Wigg 23 Duncan Higgins 5 Peter Rimer 14 Kevin Tarrant 4 Anthony Barnes 21 Nick Cozzi 54 Andrew Ebdon 28 Alexis Gray-Cowley 2 Matthew Reeve 7 David Morris 25 Ryan Birch 66 Damian Milkins 45 Andrew Johnson 27 Ian Thompson 24 Oliver Wilkinson 56 Paul Wells 84 Walter Dalkeith 12 William Eason 76 Jim Cox 6 Guy Fennell

Total Points 149 134 132 121 112 111 110 104 91 91 84 84 82 80 77 74 66 59 57 51 36 15

ROADSPORT Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

Race Number Name 35 Jack Sales 47 William Smith 78 Chris Hutchinson 20 Dan Gore 91 Lee Bristow 99 Max McDonagh 4 Timothy Dickens 10 Henry Heaton 90 Jack Brown 14 Richard Osgerby 66 Rob Clay 23 Scott Harrison 46 Justin Armstrong 18 Cedric Bloch 15 David Yates 8 Jonathan Emms 24 James Houston 80 Rob Brown 58 Richard Ainscough 67 Douglas Christie 21 Christina Maple 12 Andy Whitton 87 Christian Seymour 17 Spencer Fortag 52 Martin Pratt 37 Matt Gibbon 2 Alexis Dusserre 69 Thomas Garrard 57 Alan Gower 63 Pete Basterfield 68 Tony Stevens 89 Thomas Readman 6 Nick Pratt 27 Nick Stevens 60 Stuart Hood 77 Alan Pegram 42 Fraser Gray 28 Philip Andrews 29 Chris Pratt 13 Aaron Hall

54 MOTORSPORT DAYS ANNUAL

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Race Number Name 10 David Webber 77 Paul Aram 11 Robert Ryder 97 Steve McCulley 17 Graham Williams 55 Tim Gascoyne-Day 98 Matthew Bird 33 Barry Moore 19 Donald Henshall 63 Martin Emkes 42 Jamie Stokes 73 Alan Mitchell 87 Joe Draper 13 Andrew Stancliffe 38 Philip Jerome 50 Ian Wakelin 3 Graeme Sutton 89 Ogle Dixon 9 Tom Draper 68 Simon Baker 62 David Badger 29 Osmond Jones

Total Points 157 145 134 120 120 116 108 102 102 97 83 81 74 67 66 64 56 55 40 39 37 16

TRACKSPORT Total Points 278 278 274 253 241 232 231 223 200 189 172 155 144 138 137 136 131 95 93 93 91 88 81 65 59 54 54 50 50 36 31 27 25 23 19 18 13 13 0 -2

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Race Number 46 93 78 88 65 87 95 5 6 42 11 69 77 2 44 67 20 99 8 66 40 33 12 43

Championship Organiser Co-ordinator Tel Email

Name Stephen Nuttall Andres Sinclair Nick Portlock Pete Fortune Tony Mingoia Christian Szaruta David Russell Alec Haydon Ian Sparshott Alistair Weaver Michael Sauer Adrian Hume Michael Coulten Richard Noordhof Tom Woodcock Gavin Crawford Mike Evans Simon Ledger Jurgen Rigterink Mel Taylor Alex Taylor Bronek Masojada Paul Croll Steve Evans

Total Points 288 273 239 218 215 201 185 168 163 159 152 151 150 149 129 127 123 114 107 106 92 63 60 20

Caterham Cars / BRSCC Jennifer Mouratsing 01322 625813 jennifer.mouratsing@caterham.com

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Caterham Cars / BRSCC Championship.

SUPERSPORT Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44

Caterham Classic Graduates Championship.

CLASSIC GRADUATES

Race Number Name 11 Mike Hart 16 James Robinson 46 Jon Mortimer 73 Matt Dyer 20 Steve Day 66 Paul Thacker 85 Clive Richards 10 Graham Johnson 8 Danny Killeen 56 Martin Amison 18 Phil Jenkins 14 Chris Rankin 26 Roy Gray 87 Adam White 44 John Whitehouse 88 Chris Lay 6 Nick Powell 42 Rod Arnold 2 John Reid 9 Andrew West 50 David Briault 27 Christopher Wright 40 Fraser Greenshields 81 Albert Vella 36 Lee Furness 77 Adrian Barwick 70 Alan Osborne 90 Rowan Williams 45 Paul Mortimer 4 Simon Cassidy 61 Paul Lewis 5 James Ashworth 65 Frank Coldwell 63 Nick Pancisi 3 Keith Ashworth 69 Russell Tamplin 19 Andrew Sagar 32 Mark Lewis 22 John Bradshaw 25 David Wilkins 24 Ian Hain 21 Matthew Lowe 17 Paul O Reilly 93 Ashley Patterson

Total Points 275 273 268 244 238 215 208 205 169 167 159 148 138 131 129 124 122 117 114 111 110 107 86 85 78 71 71 66 65 52 49 40 40 29 29 29 28 24 14 13 11 5 0 -12

Race Number 19 16 78 32 73 18 95 11 54 55 69 5 8

Total Points 285 281 273 251 246 236 221 197 189 182 168 58 0

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Race Number Name 71 Graham Smith 73 Stu Thompson 75 Graeme Smith 77 Trevor Harber 96 Colin Jardine 79 Mark Carter 86 Darren Grainger 80 Peter Tattersall 90 Marc Noaro 89 Pete Cannard 99 Michael Segal 82 James Carvey 88 David Pearson 98 Steve McMaster 91 Nigel Liddell 83 Colin Rothwell 81 Robin Webb 78 Paul Hawker

Total Points 386 371 370 358 335 314 298 275 266 244 241 230 210 170 165 127 92 2

SIGMA GRADUATES Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

Race Number Name 69 Tristan Judge 55 Scott Lawrence 68 Zoltan Csabai 51 Max Robinson 57 Nigel Board 56 Andrew Outterside 47 Nick Haryett 59 Paul Hagen 44 Bill Scott 52 Michael Downing 45 Andrew Connolly 67 Julian Viggars 66 Christopher Buckley 58 Jason Gale 50 John Gil 61 Mark Gibson 60 Spencer Fortag 54 Achille Corbellati 64 Alex Gurr 62 Tom Haryett 42 Steve Humphreys 43 Yolande Humphreys 65 Pete Yates 63 Matt Siviter 48 Peter Mullineux 46 Jonathan Cleland

Total Points 381 365 359 357 345 304 286 272 253 253 253 233 221 167 149 147 140 129 115 81 80 79 67 57 42 16

R300 Position 1 2 3 4 5 6 7 8 9 10 11 12 13

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Name Aaron Head David Robinson Danny Winstanley Lee Wiggins Terry Langley Sean Byrne Jason Redding Mark Farmer Brent Millage Stuart Simpson Stephen Collins Trevor Carvey Brad Smith

MOTORSPORT DAYS ANNUAL 55

results

Caterham Graduates Championship.

SUPER GRADUATES Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Race Number Name 102 Toby Briant 108 Martin Kay 123 Jonathan Miller 129 Andy Molsom 104 Charles Elliott 103 Gareth Cordey 107 Justin Cox 109 Andy Skinner 119 Anthony Jaffe 105 Roger Ford 110 Barry White 147 Peter Micklewright 125 Stephen Hirons 106 Chris Rome 116 James Batchelor 127 Tom Hayman-Joyce 120 Edward Benson 137 Paul Elliott 122 Luke Tzourou 117 Rob Winrow 114 Jamie Winrow 140 James Potter 111 Stephen Capsey 121 Richard Ormson 112 Gary Smith

SIGMAX GRADUATES Total Points 381 361 350 344 335 310 309 269 242 221 205 181 165 159 154 145 142 136 134 118 111 25 0 0 0

MEGA GRADUATES Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Race Number Name 2 Adrian Russell 6 Brett Ray 10 Tom Overton 27 John Ogilvie 11 Ian Noble 25 Mike Rowland 30 Ian Anderson 28 Oliver Gibson 24 John Benfield 15 Kim Rayment 12 Peter Marsh 20 Simon Longman 19 Martin Gee 21 Matt Thompson 3 David Hewitt 23 Bob Wilson 13 Luke Cooper 16 Mark Harrison 8 Glenn Burtenshaw 33 Stuart Higgins 18 Michael Gorham 14 Keith Pennington

Total Points 379 378 343 290 270 269 264 264 231 223 202 190 188 161 160 131 125 115 107 103 64 55

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Race Number Name 151 Jeremy Webb 153 Mick Whitehead 154 Neil Shinner 188 Dylan Stanley 155 Richard Pursglove 175 Ray Gilliland 163 Nick Pancisi 156 Martin Amison 159 Gary Burke 165 Simon Oliphant 161 Amanda Black 173 Ian Dyble 164 Tim Jump 158 Rick Potter 160 Martin Jeffs 192 Andy Sagar 183 Keith Ashworth 177 Fergus Ryan 171 Oscar Rovelli 166 Paul Hawthorne 162 Tim Rowbottom 190 David Pearce

Total Points 383 368 363 357 341 311 308 276 273 240 234 214 208 196 195 188 156 108 107 79 71 21

Championship Organiser Roger Ford Co-ordinator Roger Ford Tel 020 8892 6496 Email chairman@graduates.org.uk web www.barc.net/championships/caterham-graduates/

Excool OSS Championship.

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Race Number 12 6 5 22 42 12 80 10 70 23 16 12 46 76 3

Name Josh Smith Graham Cole Craig Fleming Craig Mitchell Richard Fearns Darcy Smith C & D Enderby Duncan Williams Paul Spencer Simon Tilling Bob Scanlon Graham Hill Chris Child Ginger Marshall Tony Sinclair

Total Points 195 175 170 154 146 135 118 111 110 97 94 90 86 74 63

Championship Organiser Roger Ford Co-ordinator Roger Ford Tel 020 8892 6496 Email chairman@graduates.org.uk web www.barc.net/championships/caterham-graduates/

56 MOTORSPORT DAYS ANNUAL

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Welsh Racing Drivers Association.

Ford XR Championship.

Championship Position Race Number

Position 1 2 3 4 5 6 7 8 9 10

Race Number Name 38 Keith White 33 Paul Flinders 59 Geraint Rees 22 Andy Williams 95 Huw Morgan 58 Neil Watts 77 Ken James 10 Melissa Lufferelli 26 Glynne Jones 46 Michael Cond

Championship Organiser Co-ordinator Tel Email

Total Points 99 87 82 61 59 56 50 49 45 44

Welsh Racing Drivers Association Alan Jenkins O7753617087 nalajay@hotmail.com

The WSSCC is a venue based Championship at Pembrey open to virtually any saloon, road sports, GT or production kit car. It has the cheapest entry fees in British Motorsport as the entry fee depends on the number of starters. For example with 23 starters the entry fee is £180 for 2 races and a qualifying session.

F3 Cup Championship.

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 17 19 20 21

Race Number Name 51 Toby Sowery 3 Tristan Cliffe 5 Louis Hamilton-Smith 50 Henry Chart 52 Oliver Rae 56 Lee Morgan 4 Mark Harrison 9 Stuart Wiltshire 7 Tony Bishop 14 Nick Robinson 6 Alice Powell 23 Jonathan Weston-Taylor 22 Geoffrey Hoodless 15 John Ferguson 68 Roberto Tirone 11 Robbie Watts 10 Jacop Sebastiani 56 Aaron Steele 27 James Ledamun 12 Oliver Stirling 20 Lee McCrumlish

Championship Organiser Co-ordinator Tel Email

Total Points 396 348 280 267 250 234 202 198 146 130 116 82 50 32 27 20 18 18 16 12 2

MSVR Simon Davey 01327 843056 / 07770 368648 f3cup@msvracing.co.uk

The prestigious F3 Cup Championship provides the only opportunity to race close-to contemporary Formula 3 cars at premier UK circuits on an affordable budget. Formula 3 has for many years been a proving ground for motorsport’s stars, with the combination of skill and technology continuing to appeal to drivers of all backgrounds. By employing previous generation – but still highly competitive – machinery, F3 Cup is able to open up the world of Formula 3 racing to a much wider audience.

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A A A A A A A A A A A A A A A A A A A A B B C B B B B B B B B

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

14 33 6 69 68 64 3 66 23 8 19 12 29 88 17 18 46 36 82 43 23 62 21 21 57 35 22 7 27 70 13

Championship Organiser Co-ordinator Email

Name

Total Points

Tony Rudd Lee Shropshire Jack Minshaw Mark Robinson Simon Robinson Steve Clapton Peter Lancaster Steve Poole Greg Speight Ralph Fernihough John Biddulph Ben Lamont Mark Buxton Steve McMurrough Craig Readyhough Michael Heath Chris Purcell Craig Brookfield Andrew Thorpe Justin Roberts Jonathan Wells Lee Bowron Jason Hennefer Mike Taylor Ryan Bowron Ron Loffstadt Adam Burgess Peter Futers Jimi Hughes Chris Grimes Christopher Nylan

199 152 127 124 82 78 59 59 54 54 51 47 37 35 28 0 0 0 0 0 153 141 110 109 64 51 41 20 19 0 0

Ford Dave Fairclough davidfairclough14@btinternet.com

KUMHO BMW Championship.

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Name Tom Wrigley Colin Wells Colin Whitmore Mike Hibbert Darren Fielding GarrieWhittaker Tom Hibbert James Card Michael Timberlake Kal Ezzat Karl Skitt Richard Bacon Jim Cannon Piers Ross Peter Seldon Des Thresh Ian Hill Peter Miller Stephan Lanfermeijer Roger Lavender

Championship Organiser Co-ordinator Tel Email

Total Points 217 215 143 123 105 84 98 84 55 45 42 40 40 36 36 27 22 15 12 12 Trevor Ford Trevor Ford 07710 493953 steve@bmwrdc.com

MOTORSPORT DAYS ANNUAL 57

results

Lotus Championship.

KUMHO BMW Championship.

BMW CLASS B Position 1 2 3 4 5 6 7 8 9 10 11 12 13

LOTUS CUP EUROPE Name Robert Salisbury Dominic Surdi Adrian Gilbert Stuart Laws Dave Griffin Darren Morgan-Owen Matthew Fielding Roger Lavender Nigel Williams Roger Card Ian Crisp Julian Newman Robert Williams

Championship Organiser Co-ordinator Tel Email

Total Points 196 174 164 96 74 63 60 56 47 35 29 12 2 Trevor Ford Trevor Ford 07710 493953 steve@bmwrdc.com

Lotus Championship.

LOTUS CUP UK SPEED CHAMPIONSHIP Position 1 2 3 4 5 5 7 8 9 10 11 12 12 14 15 15 17 18 19 20 21 22 23 24 24 26 27 28 28 30 31 32 33 34 34 34 34 34 34

Name Xavier Brooke Rob Clark David Mann Gary Thwaites David Saunders Nick Emery Guillaume kerboul Alan Day Martin Scarfe Duncan Fraser Steve Porter Emma Newman Mark Dean Karen Harvey Russell Whitworth Kym Leatt Mads E. Petersen John Taylor Andrew Pidgeon Sam Leatt David Pollard Martin Donnelly Sarah Bosworth Colin Towns Jason Weatherall John LaMaster Stefan Donnelly Jack Goff Kris Laroche Ruchard Applebury Andrew Long Tracey Oakley Matt Brewerton Alistair Clark Andrew Napier John Ulyatt Michael Davies Tim Rolph Stewart de Jong

58 MOTORSPORT DAYS ANNUAL

Total Points 244 223 201 194 187 187 181 173 167 166 164 156 156 155 151 151 119 117 99 93 74 61 60 43 43 32 29 28 28 22 20 18 17 0 0 0 0 0 0

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 14 14 17 17 19 19 21 22 22 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 41 43 44 45 46 47 47 49 50 51 52

Name Jeremy Lourenco Andrew Wright Jonathan Walker Xavier Georges Dave Carr Philippe Loup Jean-Pierre Genoud Prachex Nicholas Ferrer Anthony Fournier Thomas Dehaibe David Harvey Gregory Rasse Thierry Verheist Eric Van't Oever Nathalie Genoud Prachex Nikolaj Ipsen Chris Laroche Franck Laroche Ike Janssen Mike Janssen Kees Versluys Jan Christe Benoit Roger Nicholas Walker Jean Baptiste Loup Olivier Cunat Denis Vandensavel Cai Cederholm Yves Cooreman Jon Packer Stephane Vermeersch Thierry Hedoin Jean Potier Philippe VanPevenaeyge Nicholas Gambini Glenn Sherwood Sven Pettersson Jonathan Packer Jason Baker Sven Pettersson 2 John Rasse Laurent Feve Christophe Lisandre Benedek Major Phil Capstick Markus Nikowitsch Adrienn Bende Egon Burkos Jack Goff Gisella Ketvel Rob Fenn Steve Train

Total Points 377 358 345 343 309 299 294 289 281 280 274 273 268 259 259 259 248 248 246 246 238 228 227 226 210 194 189 188 180 164 158 117 105 96 89 88 86 81 73 68 63 63 59 50 49 48 45 45 32 20 0 0

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Lotus Championship.

Lotus Championship.

LOTUS ON TRACK ELISE TROPHY

LOTUS CUP UK SUPERSPORT

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 20 22 22 22 25 26 27 28 29 29 31 31 33 34 35 36 36 38 38 40 41 41 41 44 44 46 46 46 46 46 46 46 46 46

MotorsportDays.com

Name Adam Gore Craig Denman Jason Baker Matthias Radestock Fulvio Mussi Neil Stothert David Stead Martin Wills Seth Walpole Richard Hywell-Evans James Little Ryan Savage Jack Goff David Hay Simon Oakley Paul Pattison David Alexander Steve Edwards Paul Baker Mark Yates Steffan Donnelly Adam Knight Chris Perkins Christopher Mayhew Mads Petterson Ruben Anakhasyan Martin Donnelly John Davison Andy Dolan Clive Willis Jackie Perkins Will Price Neil Livsey Graeme Foley Ken Savage Dave Carr Jason McInulty Nick Pink Stephen Morrison Nigel Ayres Bafel Ahmed Gisella Ketvel Rob Woolridge David McInulty Russ Treasure Andy Napier Ash Woodman Benoit Roger Franck Laroche Keith Hemsworth Mike Perkins Niclas Gambini Richard Plant Simon Poole

Total Points 284 247 231 186 163 159 141 138 136 125 124 115 112 107 105 90 83 80 72 60 60 46 46 46 45 44 40 34 25 25 20 20 19 16 14 11 11 5 5 4 3 3 3 1 1 0 0 0 0 0 0 0 0 0

Position 1 2 3 4 4 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 20 22 23 24 25 26 27 28 29 30 30 32 33 34 35 36 37 37 39 39 39 39 39

Name Adam Knight Adrian Hall Marcus Jewell Ian Fenwick Stephen Guglielmi Simon Deacon Adam Balon Phill Capstick Matt Bartlett Steve Train Ken Savage Fabio Randaccio Andrew Wright Philip Britten Tom Chatterway Freddie Hetherington Glenn Sherwood Ben Brooks Lee Brooks David Harvey Mike Vase Ryan Hooker Tina Kok Douglas Campbell Rob Fenn Guillaume Gomez Nicholas Ferrer Chris Setters James Knight Brian Watts Janas Santa Nigel Greensall Marcus Miller Benji Hetherington Jon Walker Doug Setters Jack Goff Tamas Vizin Alex Reed Calum MacLeod Gavin Kirby Jason Baker Tomasz Kasprzyk

Championship Organiser Co-ordinator Email

Total Points 265 257 247 243 243 242 241 217 211 209 181 156 148 142 125 112 111 109 68 67 67 64 62 61 52 50 49 48 44 42 42 41 39 30 27 21 20 20 0 0 0 0 0

Lotus on Track Racing Drivers Club Paul Golding paul@lotrdc.com

LoTRDC aims to provide safe, friendly and financially viable motorsport for Lotus owners. In 2007 LoTRDC launched the hugely successful Elise Trophy, which quickly established itself as the UK’s premier single marque club race series. For 2014 this has been given approval by the MSA to run as a championship.In 2009 LoTRDC took over organisation of the world’s only official Lotus race series: Lotus Cup Europe, on behalf of Group Lotus. In 2013 this became an FIA International Series, enjoying similar championship status to GP2 and Cup UK was added in 2011. The championship offers a mini endurance format of between one and two hours, with MSA titles awarded to Production and SuperSport each season. Lotus Cup UK has been a huge success, with average grids of at least 35 cars in each of the first three years.

The four championships will be joined by the Lotus Cup UK Speed Championship in 2014, a sprint championship with ten rounds scheduled at venues across the country. Its aim is to introduce more enthusiasts into the world of competitive motorsport and is suitable to those with road cars and no previous motorsport experience.

MOTORSPORT DAYS ANNUAL 59

results

Lotus Championship.

Michelin Clio Cup Championship.

LOTUS CUP UK PRODUCTION

MICHELIN CLIO CUP ROAD SERIES

Position 1 2 3 4 4 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19 21 22 23 24 24 26 26 28 29 30 31 32 33 34 35 36 36 38 38 38 38 42 42 44 44 44 44 44 44 44

Name Adam Gore Anthony Dunn Stuart Ratcliff Craig Denman John LaMaster James Little Richard Hywell-Evans Matthias Radestock Ryan Savage Jason Baker Stuart Plotnek Fulvio Mussi Ruben Anakhasyan David McInulty Andrew Bentley Ollie Hancock Neil Stothert Simon Oakley Nick Pink Scott Mansell Nigel Ayres Adrienn Bende Jason McInulty Martin Donnelly Steffan Donnelly John Davison Mads Peterson Philippe VanPevenaeyge Gavan Kershaw Gisella Ketvel Jack Goff Markus Nikowitsch James Cook Paul Davies Colm Flanagan Franck Laroche Kriss Laroche Andy Dolan Benoit Roger Chris Mayhew Nicolas Gambini Glen Finn Shaun Macklin Ash Woodman Keith Hemsworth Neil Livsey Peter Mansfield Richard Plant Dave Carr Ed Morris

Total Points 205 182 181 145 145 129 127 106 103 101 72 67 62 55 53 49 47 46 43 43 38 35 32 31 31 30 30 29 25 21 17 14 11 10 8 7 7 6 6 6 6 4 4 0 0 0 0 0 0 0

Position 1 2 3 4 5 6 7 8

Total Points 323 249 215 179 171 170 47 42

MICHELIN CLIO CUP RACE SERIES Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Name Mike Robinson David Dickenson Luke Herbert Paul Streather Brett Smith Ollie Pidgley (S) Sam Randon Brett Lidsey Tom Butler Andy Jordan Tommy Ostgaard Pete Bennett (S) Jeff Smith Andy Wilkins (S) Ben Davis (S) Charlie Fulk (S) Ant Whorton-Eales Adam Hatfield Tom Barley Alex Reed Mark Vella (S) Jacques Mizzi

Total Points 332 284 232 221 204 171 155 138 136 105 89 85 68 66 36 27 24 23 21 20 17 0

Protyre Formula Renault Championship.

PROTYRE FORMULA RENAULT Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Co-ordinator Email

60 MOTORSPORT DAYS ANNUAL

Name Anton Spires Nic Harrison Sarah Franklin John Creasey (S) Jake Honour Luke Pinder (S) Jessica Hawkins (S) Jodie Hemming

Name Pietro Fittipaldi Piers Hickin Matteo Ferrer Alex Gill Colin Noble Jnr Travis Jordan Fischer Patrick Dussault Jack Butel Hayden Edmonds Tarun Reddy Dimitris Papanastasiou Atte Lehtonen Ben Barnicoat Wolfgang Reip Michael Epps Niklas Tiihonen Samuel Oram-Jones

Total Points 431 366 347 342 286 240 203 175 111 103 97 75 60 41 32 30 21 Marc Orme marc@grovewood.co.uk

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Renault Clio Cup Championship.

BRSCC Porsche Championship.

CLASS A BOXSTERS

CLASS A BOXSTERS

Championship Position Name Total Points Renault UK Clio Cup 1 Mike Bushell 415 Renault UK Clio, Graduate Cup 2 Josh Cook (G) 372 Renault UK Clio, Graduate Cup 3 Jordan Stilp (G) 351 Renault UK Clio, Graduate Cup 4 Ant Whorton-Eales (G) 342 Renault UK Clio, Graduate Cup 5 James Colburn (G) 330 6 Alex Morgan 330 Renault UK Clio, Masters Cup 7 Paul Rivett (M) 314 Renault UK Clio, Graduate Cup 8 Ash Hand (G) 284 Renault UK Clio, Masters Cup 9 Lee Pattison (M) 256 10 Devon Modell 211 Renault UK Clio, Graduate Cup 11 Charlie Ladell (G) 177 Renault UK Clio, Masters Cup 12 Mark Howard (M) 118 Renault UK Clio, Masters Cup 13 Craig Milner (M) 97 Renault UK Clio, Graduate Cup 14 Rob Smith (G) 94 15 Dan Holland 54 Renault UK Clio, Masters Cup 16 Paul Knapp (M) 48 Renault UK Clio, Masters Cup 17 Simon Horrobin (M) 29 18 Paul Donkin 23 Renault UK Clio, Masters Cup 19 Gary Jenner (M) 19 Renault UK Clio, Masters Cup 20 Finlay Crocker (M) 17 21 Jamie Clarke 17

Position 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Race Number Name 28 Jonathan Greensmith 77 Ed Hayes 6 Richard Avery 93 Garry Lawrence 7 Nick Hull 59 Adam Croft 46 Garry Goodwin 69 Marc Mackenzie 60 Steven Brown 99 Graham Heard 11 David Skellington 20 Ben Van Den Bos 1 Rick Styrin 34 Winston Graham 16 Gerry Taylor 45 Adam Southgate 57 Gary Duckman 13 John Cleland 58 Alan Purbrick 38 Martin Wood 5 Kevin Begley

Total Points 375 367 357 325 278 276 157 114 110 103 74 69 52 27 Guest Guest Guest Guest Guest Guest Guest

CLASS B BOXSTERS Position 1 2 3 4 5 6

Race Number Name 4 Jayson Flegg 37 Michael Goodacre 10 Mark Marshall 44 Phil Grayson 26 Bernie Printy 82 Stephen Warburton

Total Points 196.5 132.5 128 96 65.5 40.5

CLASS C 924S Position 1 2 3 4 5 6 7 8 9 10 11 12 13

Mike Bushell

Race Number Name 3 Simon Hawksley 41 Karl Rossin 8 David Jones 21 Nizar El-Chamaa 72 Alastair Kirkham 22 Peter Smith 31 John Broadley 27 Tony Mekwinski 36 Hugh Peart 28 Paul Bravo 15 Philip Waters 22 Andrew Hannington 9 Marc Rocca

Championship Organiser Co-ordinator TEL Email

Total Points 373 319 269.5 266 224.5 172 157 134 104 104 100 97 35

Nick Hull John Clarke 07967 315897 info@porscheracingdrivers.co.uk

The most successful, cost-effective, one-marque championship in the UK, the Toyo BRSCC Porsche Championship runs three classes of Boxsters and 924s on grids for two or three 20-minute races across an 8-weekend season.

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MOTORSPORT DAYS ANNUAL 61

INTERVIEW

Behind the scenes at Team Parker Racing.

Racing teams are one of the most important ingredients to winning a championship and Team Parker Racing is known as one of the best in the industry, having won numerous titles with top drivers since 1997. Stuart Parker tells MSD what it’s like to be a team owner and driver.

MSD: Which championships has Team Parker

Racing competed in this year?

SP: During the 2014 season, Team Parker has competed in the Blancpain Endurance Championship, Gentleman's Trophy, finishing third in the championship, including first at the 1000km Nurburgring, second at the Spa 24 Hours and third at Silverstone. The team has also competed in the British GT Championship, GT4, finishing third in the championship, including first in the Silverstone 500km, first at Snetterton, and third at Donington. Also, the Porsche Carrera Cup GB, Pro Am 1 Champions and Pro Am 2 Champions, finishing first at Le Mans Pro Am 1 and first at Pro Brands Hatch GP Caterham R300.

62 MOTORSPORT DAYS ANNUAL

What’s your role on and off a race weekend? Also, as a competitive racer yourself, do you think this makes you a better team principal?

SP: Away from the track my main role is to make sure that everything is planned and ready for the following events and seasons, such as logistics, staff, catering and hotels.

Also, there’s long-term planning, such as which championships we are looking to be involved with, and looking for new customers and sponsors. When the trucks leave for the circuit (at least I don't have to drive them any more!) my role is then Team Manager and Engineer. I still enjoy rolling my sleeves up and getting involved, although this is less practical now due to the size of the business.

MSD:

MSD: When teammates are competing with one another, such as Lewis Hamilton and Nico Rosberg both competing for the Drivers’ Championship in the 2014 Formula 1 season, how hard is it to handle inter-team driver competition?

SP: To be honest, it is very difficult, especially in the situation where drivers are bringing their own budget, as you cannot give team orders, all you can do is provide the best equal equipment and be completely honest and open with them.

MSD: You finished racing at the early age of 21 to become a team principal. What was your reasoning behind this decision?

SP: To be honest, I loved racing, it was all I had ever wanted to do. In 1996 when racing Vauxhall Junior against the likes of Dan Weldon and Andrew Kirkaldy, I was already 21 and quite honestly realised that I did not have anything like the talent of these guys. It wasn't the hardest decision to stop, but it was very difficult for the first few years of being on the other side of the wall, and to that effect I don't think I drove a car on track again until about 2001!

MotorsportDays.com

F1 teams have a responsibility to be part of defining future developments, but do you feel teams like Team Parker Racing should have more of an influence on championships and budgets?

SP: Yes, we are the ones at the coalface and are very much in touch with what is happening on the ground. I think that we should, as teams, be included more by the MSA. MSD:

Some Clubman racing is sometimes seen as ‘chequebook racing’, so do you think a cap on championships would help increase competitiveness and grids?

SP: There certainly is a massive amount of choice and also a lack of will to let championships die naturally. The problem you have is which championship do you stop and which do you support? The one thing for certain is you will not please everyone.

MSD:

MSD: Having formed the team back in 1997,

what significant changes have you noticed in the years since?

SP: Motorsport is ever changing. I think the level of professionalism has changed all the way through the sport, from the club racer up.

MotorsportDays.com

What new developments will you be bringing in for 2015?

SP: Now that would be telling! We have a really strong package for the next year and will be back in all the championships we were in in 2014. Also, there may be a surprise or two in store.

MSD:

“

There certainly is a massive amount of choice and also a lack of will to let championships die naturally

MSD: What advice can you offer to new drivers looking to compete in motorsport, and does a team offer a stable investment?

SP: Do your homework, make sure you pick the right championship, car etc. Do not overstretch yourself, because it will not be enjoyable. Yes, a team offers a stable investment – it will short-cut your learning curve and stop you making certain mistakes. And above all, remember it’s a sport and it’s supposed to be enjoyable. The minute it becomes anything but that, stop!

”

Apart from cost, what are the main differences between entry-level racing like the Caterham Supersport, and the GT4 championships?

SP: From our side, it’s the support that you receive. When you get up to a national level championship it is a bigger stage and the support that goes with that increases accordingly.

MSD:

MOTORSPORT DAYS ANNUAL 63

2014 images

2014 in pictures.

64 MOTORSPORT DAYS ANNUAL

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MOTORSPORT DAYS ANNUAL 65

2014 images

66 MOTORSPORT DAYS ANNUAL

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