MSA Magazine, autumn 2016

MSA AUTUMN 2016 THE

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IT’S GREAT UP NORTH WALES RALLY GB RETURNS TO CHESTER – THE FANS’ FAVOURITE

A COUPLE OF GRAND IDEAS COULD YOU GO RALLYING FOR UNDER £3000?

OUR MAN SAYS YES YOU CAN

FINDING ZERO THE MAN WHO WANTS TO END RACING INJURIES ABSOLUTELY

MAGAZINE FOR BRITISH MOTOR SPORT

Marshal Plato Jason swaps his racing suit for overalls to join motor sport’s unsung heroes

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31/08/2016 16:50

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Contents

05 Forum

Welcome letter from the editor

06 Action replay

Kris Meeke's crowning glory

09 News

Latest updates and events from the MSA

17 View from the MSA

Alan Page on training for rally marshals

19 View from the Volunteer Incoming BMMC chair Nadine Lewis

21 View from the Competitor Dan Rooke on breaking into rallycross

32 36 Pimp my ride

A guide on how to turn your car into a low-cost rally machine

22 Trading Places

42 Safety first

32 Return to Chester

48 Weekend warrior

Double BTCC champion Jason Plato tries his hand at marshalling Why Britain’s round of the WRC will visit the city for the first time in 20 years

Meet Andy Mellor: the British brains behind vital safety research Mark Busfield’s CWB Trident

51 Place Notes Cholmondeley Castle

53 Toolkit

High-tech kit for racers, onboard cameras and data-loggers

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57 National Court

Reports from judicial hearings

66 Club Focus

The North Devon Motor Club

contributors DAVID EVANS

JAMIE HOWLETT

JACK BENYON

Britain’s top rally journalist hails the return of rallying to Chester, the walled city Colin McRae made his own.

Freelance writer Jamie had the tricky task of keeping up with Jason Plato for our cover story on marshalling.

Motorsport News' national rallying editor crunches the numbers to discover how to get into the sport on a budget

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Forum facebook.com/msauk twitter.com/msauk Instagram.com/msa_motorsport

Editor's letter You might have missed them during the Super Saturdays and Sizzling Sundays of the Rio Olympics. But behind the scenes, just like four years ago here, an army of volunteers were hard at work oiling the wheels.

Impressively, of the 50,000 volunteers in Brazil more than 1000 were ordinary British sports fans, who had paid for their own flights in order to pitch in, and ‘do their bit’.

We love a bit of volunteering in this country – be it in Rio or at the Reigate WI. And nowhere is it more keenly felt than in motor sport. Every week hundreds of fans give up their time to man checkpoints and phones, track entrances and fire extinguishers. They form a vital part of this country’s motor sport and without them, as Jason Plato found when he joined them at Silverstone for our cover story, race meetings wouldn’t exist. They all deserve a medal.

Elsewhere in this edition of the MSA Magazine we reveal how to start rallying on a shoestring and look ahead to the Dayinsure Wales Rally GB, when the world of rallying turns its attention to Chester, and pays homage to its long history.

We also talk to one of the most important men in motor sport you’ve never heard of. Andy Mellor is a top FIA engineer, charged with making racing safer for everyone.

He is responsible for designing some of the greatest recent safety improvements and in the process saving countless lives. He probably deserves a medal too. Joe Dunn, Editor

twitter feed What people are saying about the MSA on Twitter Jack Benyon @Benyon24 Aug 20. 20 years after Gwyndaf won the same title in the same place, @ElfynEvans wins @UlsterRally and @MSA_BRC championship!

Congratulations!

Garry Pearson @gpearsonrally Aug 11. Good night at the @MSAUK #RallyFutureForum such a great insight into what's happening behind the scenes #safety

TrentValleyKartClub @TVKCpfi Aug 22. All officials competitors and teams should work to the @MSAUK guidance www.msauk. org/The-Sport/Race-n-Respect #RaceNRespect Nicky Grist @nickygrist Aug 11. Great @MSAAcademy training session at Silverstone.

Co-drivers learning new pacenotes reading techniques!!

Lara Platman @Photofeature Aug 17. If you love watching motor racing how about becoming a marshal? Travel the WORLD & help the racers keep on racing!

MSA @MSAUK Aug 2. Ever wondered about the MSA Fines Fund? In 2015 we donated £75,685 to a range of UK charities. #CharityTuesday

WE WANT YOUR OPINION ON WHICH ISSUES MSA MAGAZINE SHOULD COVER. Email us at: msa@motorsportmagazine.co.uk

The official magazine of the Motor Sports Association (MSA). Published on behalf of MSA by Motor Sport Magazine Ltd., 18-20 Rosemont Road, London NW3 6NE. Tel: 020 7349 8497 www.motorsportmagazine.com. Editor Joe Dunn, Art editor Damon Cogman, Designer Zamir Walimohamed, News Editor Tim Swietochowski, Sub Editor Gordon Cruickshank. Advertising Kit Brough & Marc Butler, Commercial Director Sean Costa, Publisher Sophia Dempsey. Printed by Precision Colour Printing.

The views expressed by the individual contributors are not necessarily those of the MSA. Equally, the inclusion of advertisements in this magazine does not constitute endorsement of the products and services concerned by the MSA.

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5 01/09/2016 11:34

Where: WRC Rally Finland What: FIA World Rally Championship When: July 28-31, 2016

LAT

Full circle: Kris Meeke, above, leaps to victory to become the first British driver to conquer Rally Finland, one of rallying’s most coveted prizes. His Citroën DS 3 finished 29.1sec ahead of Volkswagen’s Jari-Matti Latvala, who had been chasing a hat-trick on Finland’s fast and dramatic roads. Ireland’s Craig Breen claimed his maiden WRC podium with third place in his Citroën. Meeke’s win came 10 years after his triumph on the Ulster Rally, left.

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Worldwide

News The latest briefing from your governing body National winners Mike Faulkner and Peter Foy hope for third triumph on the trot

WALES RALLY GB OPEN FOR ENTRIES

Organisers push for more UK entries on home WRC event Entries are open for the 2016 Dayinsure Wales Rally GB (27-30 October), the UK’s round of the FIA World Rally Championship (WRC).

There are 75 slots available for international crews wishing to contest the event’s longest route since moving to North Wales. National competitors will also get the opportunity to tackle the same stages as WRC crews on the Wales Rally GB National, which will feature all 12 stages used in the international event. Last year’s National rally was a sell-out and this year is also expected to be oversubscribed.

The

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“It is important for the development of the sport in this country that we encourage as many British crews as possible to contest the high-profile International rally,” said managing director Ben Taylor. “British drivers benefit from a significant reduction in the entry fee and we hope they will take advantage of the opportunity to compete against the WRC regulars on the full event.”

Entries to both the International and National B status events can only be made online through the official www.walesrallygb.com website.

Vistors to Wales Rally GB’s Deeside service park in 2015

MSA CALLS FOR RALLY MARSHALS TO REGISTER More than 4500 people have engaged with the MSA’s online rally marshals’ training modules since January, with the majority having registered as card-carrying MSA marshals.

These include 1700 newly registered marshals. Alan Page, MSA Training Executive, welcomed the uptake and urged more people not just to finish the training but also to register with the MSA. “From next year, rally marshals will need to demonstrate that they’ve completed the online training in order to marshal alone,” said Page.

“Registering with us and carrying a marshal’s registration card is the easiest way to do this, so we’re calling on those who’ve done the training but not registered with the MSA to do so.

Alternatively organisers will have the opportunity to buddy up those who haven’t completed the training with an experienced registered marshal.”

For more information, visit msauk. org/rallymarshalstraining.

9 31/08/2016 17:00

News

Elfyn Evans and Craig Parry grab victory in Ulster – and with it the MSA BRC title.

Right, celebrating with his dad.

CHAMP ELFYN EMULATES GWYNDAF 20 YEARS ON Evans Junior clinches BRC title with Ulster victory – just like dad Elfyn Evans and co-driver Craig Parry won August’s Ulster Rally to be crowned champions of the revitalised MSA British Rally Championship, exactly 20 years after Elfyn’s father Gwyndaf won the title on the same event.

The DMACK British Rally Team crew have been dominant this season, taking four wins from the six events so far in their Ford Fiesta R5 to become the 38th winners of UK rallying’s premier trophy.

Joining Evans and Parry on the podium in Northern Ireland were Ulsterman Jonathan Greer with co-driver Kirsty Riddick, and

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former champion David Bogie with James O’Reilly.

“The event was really tough; in fact it was probably the toughest of the season with the weather changing all the time, stage conditions changing constantly – it was difficult to keep up with everything and do the job in hand,” said 27-year-old Evans at the finish.

“We had hoped it was possible to wrap-up the title on the Ulster but in rallying anything can happen so we still needed to finish in a certain position and be in front of Tom [Cave] and Fredrik [Ahlin]. To combine

it with a win is very special and it’s nice to be going home with the championship, especially 20 years since my Dad [Gwyndaf Evans] won the title on this event.”

After a one-year hiatus, the MSA British Rally Championship was relaunched this year with a new mantra: the best drivers in the best cars on the best events. Over 60 crews in 13 different marques registered for the seven-round calendar across asphalt and gravel stages, spreading the length and breadth of the British Isles.

For further information, visit www.msabrc.com.

www.msauk.org / Autumn 2016

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18/08/2016 16:09

News

Night of Champions presentations at RAC will include Volunteer and Club of the Year trophies

NOMINATIONS FOR CLUB AND VOLUNTEER AWARDS London ceremony will reward excellence in both areas Outstanding clubs and volunteers will be recognised with a series of special awards to be presented during January’s MSA Night of Champions at the Royal Automobile Club in London.

The 2016 JLT MSA Club and Volunteer of the Year awards opened for entries at the end of August, with forms available at msauk.org/awards.

Deadline for submissions is October 31.

“The volunteering award

MEMBERS GET AUTOSPORT SHOW DISCOUNT The MSA has teamed up with Haymarket Exhibitions to offer competitors and volunteers a £5 discount on tickets to Autosport International at Birmingham’s NEC on January 12-15. This exclusive offer will

12 News12 GC.indd 1

recognises excellence across the volunteer workforce and is open to volunteers of all stripes, whether marshals or officials,” said MSA development manager Jess Fack.

“Meanwhile the club award aims to highlight the fantastic range of motor sport activity that clubs deliver over the year, providing opportunities for members to compete, volunteer and socialise.”

only be available for the show’s trade days. If booking online: • Visit www.autosportinternational.com • Click on the link to ‘Visiting trade’ to visit the registration page • Select the MSA Registration option • Complete the registration form, inserting your MSA licence/registration number when prompted.

Regional associations, clubs and groups are asked to submit nominations in various Volunteer of the Year awards categories. Each category winner will receive a prize cheque and a commemorative MSA trophy. The best overall entry will be declared the MSA Volunteer of the Year and will receive the JLT silver pewter salver at the MSA’s annual prize-giving ceremony.

Clubs can nominate themselves for the Club of the Year award. The top three will receive prize cheques and commemorative trophies, with the winner being invited to collect its award in London.

For more information contact your regional development officer via www.gomotorsport.net/contact.

Please note that only one ticket per MSA licence holder is available. If purchasing multiple tickets, all licence numbers need to be inserted for the discount to apply. MSA members will need to show their competition/ official’s licence or marshal’s registration card when entering the show to take advantage of the discount if purchasing the tickets onsite.

www.msauk.org / Autumn 2016

31/08/2016 17:06

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01/09/2016 14:01

News

Second place in Genk was enough for Finlay Kenneally to claim his title with the RFM team

KENNEALLY LEADS EUROPEAN KART SUCCESSES 14-year-old sees off rivals to claim CIK-FIA junior title at Belgian season finale

Britain scored its latest international karting success when Finlay Kenneally won the CIK-FIA European Junior Karting Championship with a second place finish in the final round at Genk in Belgium.

In his debut year in the class, 14-year-old Kenneally fought off 76 rivals from across the continent to take the title by two points from Denmark’s Noah Watts.

“Going into the final at Genk about five drivers could have won the championship depending on the result of the final,” said Kenneally.

“I knew as I came round the last corner of the final I had won the championship even though I was in second place on track, as I could see all the RFM mechanics hanging off the mechanics’ stand going crazy!”

Among other notable British achievements, Tom Joyner, 24, finished second overall in the senior CIK-FIA European Karting Championship, making him the runner-up for two years in a row.

Meanwhile as this magazine went to press, Callum Bradshaw, 15, was leading the CIK-FIA Karting Academy Trophy by a comfortable margin and preparing to close out the title in the season finale in Sweden on September 4. Fellow Briton Oliver Clarke, 13, was also in contention for a podium place.

in brief D2BD INSPIRES GIRLS NORTH OF THE BORDER One hundred Scottish schoolgirls headed to Knockhill in August to get their first experience of motor sport with Dare to be Different. Experts ran a fitness and nutrition workshop, Pirelli delivered a pitstop challenge, a Williams F1 engineer showcased the team’s display car, and campaign partner STEM challenged the girls to build a working hovercraft. They also tried karting, watched by Susie Wolff.

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YPRES SLOTS INTO BRC The MSA British Rally Championship will feature seven rounds in six territories next year, including an overseas visit to Belgium for the Ypres Rally. “With the exception of the Circuit of Ireland which will not run next year, all the other events that supported the championship in its first year have been retained,” said championship manager Iain Campbell. A provisional calendar, still subject to MSA approval, can be found at www.msabrc.

ENVIRONMENTAL AWARD DEADLINE APPROACHING Nominations for the 2016 MSA Environmental Award close on October 21. Created to recognise outstanding achievement in environmental responsibility within motor sport, the trophy will be awarded at the MSA Night of Champions at the Royal Automobile Club in January. For further details and to make a nomination, visit www.msauk. org/assets/enviroaward2016.pdf

www.msauk.org / Autumn 2016

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Opinion

View from the MSA

Alan Page MSA Training Executive on the new scheme for rally marshals

A

s you can read in the news pages of this magazine, more than 4500 people have engaged with our online rally marshals training modules since Nicky Grist helped launch them at Autosport International in January.

Now we are calling on those who have not already done so to go the distance and register with us as card-carrying MSA marshals.

But how did we get here and why should people not just complete the training but register with us as well?

Let’s go back to where it all started…

One of the key recommendations of the Scottish Government’s Motorsport Event Safety Review was ‘tighter controls over volunteer marshals including the introduction of a mandatory marshals licensing scheme, requiring marshals to obtain a license following mandatory training and experience’. This was a key point considered to be critical to the enhancement of rally safety and was immediately accepted by the MSA, along with the other 28 recommendations, of course.

After careful consideration we decided that the best way to address the training requirement was to develop an online course for rally marshals based around three core

“The training modules are not a test.

You cannot ‘fail’ and you can always try again if you do not get it right first time. Marshalling is for everybody” www.msauk.org / Autumn 2016

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topics: the role and responsibility of the marshal; spectator management and incident management.

The training modules are not a test. You cannot ‘fail’ and you can always try again if you do not get it right the first time. This is not about determining who is and who is not up to the task; marshalling is for everybody, and this is simply about ensuring – and being able to demonstrate – that all marshals out on the stages by themselves have a common understanding of their role and the same level of basic training.

This does mean that anyone who does not complete the online modules won’t be able to marshal alone on the stages from 2017, although event organisers will be able to buddy them up with somebody who has. However the figures give us confidence that this will only be a relatively small number of people, and we would like to thank the thousands of marshals, from total newcomers to those with decades of experience, who have logged on and tackled the modules.

But why register with the MSA once you have done the online training? Well, by registering you will receive a marshal’s registration card, which will be the easiest way to show organisers you have done the training.

You will then get the opportunity to advance up the MSA’s Rally and Cross Country Grading scheme by attending training sessions and attending events.

It also will help us to communicate with you and offer you access to additional training to help enhance your marshalling skills.

On another positive note, the MSA is currently developing a recognition pack, which will be sent to all registered marshals – across all disciplines, not just rallying – from 2017. Watch this space! n

17 01/09/2016 11:36

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Opinion

View from the volunteer

Nadine Lewis BTCC.NET

Breaking ground as the next chairman of Britain’s club for marshals

L

ast month, to my surprise, I was voted in as chairman of the British Motorsports Marshals Club. It’s the first time a woman has held the post and I am extremely honoured – but I know that there are a lot of challenges ahead. I will be in charge of the future direction of the club as well as looking after members’ interests, and when you think that we have 2100 members that is quite a challenge.

I think the biggest task will be meeting all the different constituent parts: I am based in the north west and the club is nationwide so clearly I will have to manage my time and get to meet as many local and regional members as possible, understand what issues they face and hopefully help them resolve them.

It is strange to think that it is almost 20 years ago to the day that I had my first ever taste of marshalling.

I have always been into motor sport – I followed F1 with my Dad and remember watching Grands Prix with him on Sunday afternoons – but it wasn’t until after university that I got actively involved. A friend of mine mentioned a radio programme, which had included a promotion looking for young volunteer marshals. I went to a taster session at Oulton Park and was hooked immediately. On the first day

1997 while working as a trainee accountant, attends a taster day in marshalling at Oulton Park 2003 starts running the taster days on behalf of the BMMC 2016 voted in as first female chairman of the BMMC

The views expressed by the individual contributors are not necessarily those of the MSA.

“A few series do encourage drivers to do a day marshalling and while I don’t think it can be forced, I’d love to see it become more commonplace” www.msauk.org / Autumn 2016

ColumnVolunteer DS JD.indd 1

at the circuit a TVR came off and crashed into the barrier right in front of me. There was no turning back after that.

One thing I think ought to be encouraged more is getting drivers to experience life on the other side of the barriers [See pages 22-27]. Often we only really meet competitors when something has gone wrong – so I suppose you could say that we don’t see them when they are at their best. But when I see them off-duty they often say “I didn’t realise that you were all volunteers”. They turn up to scrutineering, race and then go home. They have no idea marshals have been at the circuit well before scrutineering and will be there long after the drivers have left.

Not every competitor is aware that the MSA allow one licence upgrade signature for a day spent marshalling and in addition, a few series do encourage drivers to do a day marshalling and while I don’t think it is something that can be forced, I would love to see it become more commonplace.

I take up my new post in December but as part of my current work as a marshal I run the taster days at Oulton Park, which I first attended all those years ago. All the drivers that have done the day have come away saying how much they enjoyed it. I can’t say it might make them better drivers, but it certainly adds to their understanding of what racing is and how an event happens.

Apart from anything else, they get to experience the camaraderie among marshals and the fabulous environment we all work in. We are a big, open family, and I would encourage as many people to come and join us.

In my day job I’m a supply chain manager for a roofing company. My colleagues think I’m mad to be a marshal, but I wouldn’t have it any other way – I love getting away to a race track. There is nowhere I would rather be. n

19 31/08/2016 17:11

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26/11/2015 13:53:01

Opinion

View from the competitor

Dan Rooke Britain’s rapidly rising rallycross star has ambitions beyond this year’s title chase

I

t’s crazy to think that less than two years ago I was competing in autocross driving in a muddy field (see page 66) and now I’m leading the MSA British Rallycross Championship in a 600bhp Supercar.

My small team is still just turning up with a van and trailer but to be in this environment with a professionally built car capable of competing in a world championship is just mind blowing.

I used to watch my dad rallying when I was a little kid and really he inspired me to get into motor sport. I started karting aged eight and did that for a few years, but only ever raced at club level, nothing more. Then I did some autotests with the local motor club when I was 12 to learn how to drive a car, before I graduated to autocross two years later and won the MSA British Autocross Championship in my first season.

From there rallycross seemed to be a natural progression and my family and I decided that it would be a good way to secure a future in motor sport. My first race was in 2014 and last year I competed in the MSA Supernational Championship and managed to win in my first season, which was really surprising, to be honest. I was hoping to be in the top five by the end of the year but my father and

2005 started karting 2011 autotests 2012 MSA British Autocross Champion 2013 ASWMC Under-21 Autocross Champion 2014 Third in BTRDA Clubmans Rallycross Championship event at Croft on debut 2015 MSA British Supernational Rallycross Champion 2016 Graduated to Supercar category in British Rallycross Championship, claimed first Supercar win at Lydden Hill

The views expressed by the individual contributors are not necessarily those of the MSA.

“Since joining the MSA Academy I have gained more understanding about what it takes to work my way up the motor sport ladder” www.msauk.org / Autumn 2016

ColumnCompetitor DS.indd 1

the guys who help us kept making improvements to the car and together we managed to clinch it.

I was also selected to take part in the shoot-out of the MSA RX Talent Search before the British round of the World Rallycross Championship last year. I’d never driven a four-wheel drive car before that, or experienced left-hand drive or a sequential gearbox, but I managed to be second fastest and make the final four. I didn’t win the prize [which was claimed by Tom Onslow-Cole] but it did make me realise how much the MSA does for young drivers, and I was fortunate enough to be invited to join the MSA Academy on the back of my performance, which is a big deal for me.

I think that sort of backing and training is invaluable to young drivers in the UK. That’s not just the case for me, but drivers from all kinds of motor sport disciplines trying to make it to the highest level. Since joining the MSA Academy, for example, I have gained more understanding about what it takes to work my way up the motor sport ladder and about my mental and physical fitness, which is really important if I am to achieve my goals.

In the long-term, I want to race in the FIA World Rallycross Championship, and of course to win it is the dream. I want to stay in rallycross because there are good opportunities opening in the sport these days and that didn’t exist before it became a world championship. Also I think that coverage is helping us to get noticed at national level, too.

For now though, I’m really happy with how things are going. I need to keep focused on trying to win the British championship this year. You can’t count your chickens until they’ve hatched but I’m going to push hard to achieve as much as possible, now and in the future. n

21 31/08/2016 17:12

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31/08/2016 17:23

Guest marshal

Trading places J

JAKOB EBREY

Touring car star Jason Plato experiences racing from a different perspective as he joins the nation’s valued army of volunteer marshals. Jamie Howlett was his witness

www.msauk.org / Autumn 2016

PlatoMarshalling DS JD.indd 2

ason Plato zips up his overalls and steps gingerly out onto the Silverstone pitlane to intrigued glances from passers-by and technicians busying themselves preparing their cars for the day’s racing. Of course Plato, who recently achieved 500 starts and 95 wins in British Touring Cars, is no stranger to the scene, but today he will be experiencing race day from the other side of the barriers.

He’s clad not in his usual Nomex racing suit, but the bright orange all-in-one overalls of a race marshal – the men and women volunteers without whom no racing meeting, from Formula 1 and BTCC to clubbies and kart racing, would take place.

“It’s good to see you Jason!” shouts a fellow marshal as Plato strolls by. “What are you doing here today?”

The answer is the double BTCC champion has agreed to swap roles for the morning and experience life as a marshal in order to understand the efforts that go in behind the scenes to make race meetings tick. By common consent, the scores of marshals that do everything from manning access roads and answering phones to brandishing flags and being the first on the scene in the event of an accident, are the unsung heroes of the sport – and Plato is keen to give them their due. “I’m not quite sure what to expect,” he says. “It’s a little bit different to what I usually do.

“Motor racing wouldn’t work if it wasn’t for these people,” he says as he wanders out of the pitlane towards Brooklands corner where he will be charged with waving a flag to tell drivers of any instructions from race control.

“Many people don’t know that. It’s really important to keep reinforcing that without these lads and lasses we can’t play and it’s often forgotten.”

A pitlane marshal overhears and jokes: “And if it wasn’t for people like him, we wouldn’t have anything to do either!”

We are at the annual meeting of the Bentley Drivers Club, the 80-year-old organisation that puts on a show with a real variety of machinery, from a 1928 4½-litre Bentley to a 2005 Morgan. GT professional Steven Kane is here demonstrating a works Continental GT3 and leading historics racer Oliver Bryant is back after competing at ❱❱

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Guest marshal

Silverstone Classic. It is typical of the type of meeting that relies on volunteer marshals: small, historic and infused with the sort of amateur enthusiasm that makes British racing such a thriving scene.

Despite its relatively low-key atmosphere, Plato throws himself into the task ahead, even though he insists on changing into his racing overalls for the trackside action; perhaps orange isn’t his colour.

The seeds for this morning can be traced back to 2012 at this very circuit. A close championship fight between Plato, Gordon Shedden (who eventually took the title) and Matt Neal went to the wire, but Neal’s car caught fire during race two of the weekend. Marshals were on the scene within seconds and quickly doused the flames, limiting the damage enough that the car took part in race three that afternoon. At Brands Hatch, before the next and final round, Jason stopped by the signing on point early in the morning to greet all marshals present that day. He offered some words of support and provided gifts for them.

Below, where’s Plato? In 2012 Jason made a point of meeting marshals at Brands Hatch. Bottom and right: racing driver gets put to work

“We know you all come in different shapes and sizes,” he joked at the time, “but so do we!”

Instantly recognisable in that trademark orange, marshals are seen at all sorts of events, rain or shine, ensuring the safety of those who take part and spectate, and keeping things running smoothly throughout the day, whatever hiccups might threaten to distract.

Yet they don’t draw a wage for their efforts and aren’t compensated for their time. Instead marshals are volunteers who are passionate about motor racing, who turn out weekend after weekend purely because they love the sport and their part in running it. In the United Kingdom we have some of the world’s best men and women marshalling and they are invited to work all over the world because of their experience and knowledge.

The British Motorsports Marshals Club boasts an impressive 2100 members who dedicate as much time as they can spare to helping motor sports continue to thrive across the nation. The list of roles that these volunteers carry out are described by the BMMC as follows: post chief, incident officer, experienced marshal (flag & incident), track marshal, spectator marshal, race administration, paddock marshal, pit marshal, startline marshal, ❱❱

24 PlatoMarshalling DS JD.indd 3

www.msauk.org / Autumn 2016

31/08/2016 17:25

“Marshals are volunteers who turn out purely because they love the sport and their part in running it�

www.msauk.org / Autumn 2016

PlatoMarshalling DS JD.indd 4

25 31/08/2016 17:25

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31/08/2016 12:20

Guest marshal

“Everyone here works really hard and they don’t get time to relax”

telephonist, rescue unit crew, rally stage marshal, rally timekeeper, passage control marshal, sector marshal and more.

At the outset there are no special talents required, just average health and bundles of enthusiasm, and you can volunteer from as young as 11 years old (though you won’t be allowed trackside until you are over 16). However to progress up the ranks training is a necessity, and the BMMC and the MSA provide regular sessions for marshals.

These grading schemes provide natural progression for those taking part, allowing them to obtain specific skills, such as fire fighting. Individuals then attend regular training sessions to maintain the grades and qualifications they have acquired which allow them to carry out some of

www.msauk.org / Autumn 2016

PlatoMarshalling DS JD.indd 5

Plato is more than familiar with both yellow and blue flags – just not from this perspective

the more specific duties they undertake.

Signing Plato on and briefing him for the day, as well as accompanying him as he tries his hand at different tasks, is chief marshal Neil Williams, a veteran of 29 years at Silverstone. He’s also marshalled at Mallory and Donington Parks, having started following his dad into the sport when he was 16 years old. “We used to do all the Vintage Sports Car Club meetings, Aston Martins, Bentleys – they’ve all got their own little clubs,” he recalls. “I’ve done touring cars and MotoGP, but I come back to this sort of stuff. These meetings are much friendlier.”

The familial links are found all over the circuit. When Plato heads over to the assembly area and his post at Brooklands corner, he chats with 15-year-old Jasmine Hallett. As an under-16 Jasmine cannot yet work trackside, but as a cadet marshal she is still able to gain valuable experience working in other areas of a race meeting. “I got inspired by my dad and brother,” she explains. “My dad is working in the pitlane today.”

As the session gets underway Plato is ready for some action. “Let’s wave some flags!” he exclaims grabbing the red and yellow striped flag signalling a slippery surface, before being gently told that unlike some flags, that one isn’t actually waved but merely held stationary.

Unperturbed the racing driver picks up the blue warning flag, which is waved to inform a driver that a faster car is approaching, only to have his technique critiqued by Ray Cook, the marshal in charge of the post where Plato is stationed: “Can you please wave a flag and not a stick?” he shouts, before turning and commenting: “that is to do ❱❱

27 31/08/2016 17:26

Guest marshal

with the wrist action, his wrist is not limp enough – it’s all about style. You’ve got to hold it near the flag.”

Cook has been working as a marshal since 1985 (“a friend of mine started doing it, so I came and tried it and have been volunteering ever since”) and keeps a keen eye on proceedings, regularly darting off to make comments or suggestions to his team. “As the post chief I’m watching to see what they do and I will have a quiet word with my crew if I think they can do something differently or try and improve the standards. The attitude is ‘if we’re going to marshal, we’re going to do it properly’. You can’t play at this game, it’s got to be done safely. Safety is the first priority.”

Thankfully there are no safety concerns for this session, and everyone makes it through in one piece despite the over-enthusiastic flag waving of our touring car guest.

Marshalling isn’t for everyone. The time commitment

Team camaraderie is at the heart of marshalling. Now the BMMC wants to recruit younger generations to join up and learn

plus the fact that marshals are volunteers makes it increasingly challenging to entice fresh faces to join in, and most newcomers have links to friends or family who already take part. “It is difficult, if you look around today you’ll see the average age is probably in the fifties,” Neil Williams comments. “Getting people under thirty to be able to commit the time…” he trails off. “The point is you’ve got to want to do it. If you don’t love it then you won’t turn up as it’s a long day.

But for those that do take to it, the rewards are worth it – despite giving their time for free. Nick Harrison, a marshal at Silverstone, has a full-time job but picks and chooses the races he can work at. “I’ve done the Grand Prix, World Endurance Championship and the Dubai 24 Hours,” he says. “I live in London so I go to Silverstone, Brands, the Goodwood Revival, Goodwood Members’ Meeting, a couple of sprints, Crystal Palace and Coventry Motofest.”

And once an individual gets experience on the other side of the spectator fences they usually don’t go back into the stands. “Once you’re a marshal you cannot spectate.” says Williams. “If you’re in the grandstand you’ve got to use a zoom lens to get near anybody. I’m a horrible spectator.”

Back in the pitlane after sampling all the different aspects of marshalling that he can squeeze in, it’s time for Plato to head off, after happily taking photos with a few spectators who are excited to see him at the circuit today.

“It was tough,” he admits. “Everyone here works really hard and they don’t get much time to relax. It’s pretty full-on. Our days as drivers are busy but we have different demands on our time, and the physical part of it in the car comes in bursts throughout the day. These guys and girls are on it all of the time – when one session ends another one begins. I really respect what they do for us and today has been a real eye opener for me.”

Indeed. So next time you’re at a circuit and see one of the men and women in orange, why not smile, say hello and thank them for their time? It goes a long way. n

How young people can get started in marshalling AGE 11 TO 15: CADET MARSHAL At 11 years of age young people may register with the MSA as a cadet marshal. Because of insurance concerns they may officiate anywhere where the general public are allowed, but may not work in restricted areas such as the assembly area or pits unless under the direct supervision of a parent or guardian. They may not go trackside at any type of event.

AGE 16 TO 17: CADET MARSHAL Older teenagers may perform a greater number of duties and depending on the organising club and level of event this may include trackside duties, but they will not be able to work on a live track.

AGE 18: TRAINEE MARSHAL Once they have turned 18 they may perform any duties deemed appropriate by the organising club including trackside work.

28 PlatoMarshalling DS JD.indd 6

www.msauk.org / Autumn 2016

01/09/2016 10:30

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Colin McRae feeds his fans a helping of donuts at Chester in 1995. Now it’s time for rally cars to return to the city

HOME WRC Chester DS JD.indd 1

31/08/2016 17:27

Back in Chester

T

returning to these hallowed streets makes this occasion all the more exciting.”

Such is the fervour surrounding Chester’s rally return, the city is hosting a week-long festival to mark the event.

Carl Critchlow from Chester’s Business Improvement District can see the benefit. He says: “Hosting this element of the event is a huge coup for Chester and we’re delighted to see the Dayinsure Wales Rally GB returning to the city after so many years.”

One of the highlights of Chester Rally Week will be a charity forum, attended by some of the sport’s biggest names and held at the racecourse – just yards away from where McRae made his name.

So why was Chester – perhaps best known outside motor sport for its zoo – originally chosen to host what was

hank you Emperor Vespasian. Seriously, thanks. If that particular Roman hadn’t built Deva Victrix 2095 years ago, Colin McRae wouldn’t have had anywhere to do his donuts after becoming Britain’s first ever World Rally Champion.

Deva Victrix is, of course, better known as Chester these days. And Chester is best known in rallying circles for 1995.

That’s the year McRae became an emperor in his own right.

The year Britain stood on top of the world for the first time.

Little wonder rally fans have such a soft spot for Chester.

And the good news is, Britain’s round of the World Rally Championship is coming back inside the city walls for the first time since 1996. That’s right, this year’s Dayinsure Wales Rally GB will make Friday October 28 a night to reminisce and a night to remember.

SWEET HOME The cars will arrive at 1830, lining up for a control under the famous Eastgate clock in the heart of Chester. The crews will join in the fun, relaying tales from the opening day of competition while posing for pictures and signing autographs. Chester’s galleried streets lend themselves perfectly to this kind of occasion and, for the first time in 21 years, the place will rock to rallying’s beat.

While Colin cemented his place in world rallying history in 1995, Chester’s name had long been synonymous with the sport. Chester has hosted Britain’s WRC round eight times, the last of which was 1996 – when it was our turn to be rotated and run only as a round of the FIA World 2-Litre Championship.

Wales Rally GB managing director Ben Taylor fully understands the importance of Chester to the event – and that’s why he and his team have worked so hard to incorporate it in October.

“It’s going to a fabulous occasion and I’d like to thank all those in Chester who’ve worked so hard to make this possible,” says Taylor. “We are constantly looking at exciting new ways to widen the rally’s appeal to both existing fans and new audiences and this special evening in central Chester will certainly do just that. The city has a particularly strong link with the WRC events of the past, so

www.msauk.org / Autumn 2016

WRC Chester DS JD.indd 2

ALAMY & LAT

Showpiece event returns to a famous walled city for the first time in 20 years, writes David Evans then the RAC Rally in 1979? And why does its rally history resonate so profoundly with fans?

Rewind 37 years and Jim Porter had taken over the running of the event from Jack Kemsley and was looking at ways to streamline the route without taking anything away from the challenge of the stages. London and York had been the most popular start-finish venues prior to Chester, but both were out on a limb when it came to running a route around the country.

Chester offered great access to the delights of Wales as well as the potential for a linear route to Kielder and across to the Lake District for a run through Grizedale.

And that’s what Porter planned in 1979. The cars left Chester on Sunday morning, bound for the nearby Knowsley Safari Park and a few more spectator stages before the delights of Dalby. After a brief rest in Carlisle, they dived into Kielder with Monday just a couple of hours old. By Monday night they were back to Chester before starting a loop up and down Wales before a Wednesday evening finish.

Basing the event in Chester kept the competitive mileage as high as ever at 400, but it lopped a day of travelling up and down the public roads off.

And the fans loved it. ❱❱

33 31/08/2016 17:30

In the months before the 1979 RAC, Ford announced the Chester event would be its last official world championship outing for two years. And the fans flocked to the city streets in their thousands to see eight works Escort RS1800s cross the start line.

Flying Finn Markku Alen was determined to make a champagne return to Chester – this was the rally he wanted to win. Having finished third on only his second attempt at the RAC, Alen failed to finish on the following five occasions.

“The RAC,” he said before the start, “is the most important event for me to win. I have been training, keeping fit, getting myself ready to win this rally. Ford have won this rally seven times in a row and I would like to end that. The whole team thinks this. Ford has won too many times and we would like to kill that.”

After a season of driving Fiat’s 131 Abarth, Alen persuaded Lancia to wheel out a Stratos for one more rally.

Even though the Ferrari-engined car had been confined to history in official terms, the Turinese found a Stratos and enough bits to give it one last go.

The focus of this first Chester-based RAC was on competition rather than endurance. Porter had picked the smoothest and quickest roads for 1979 and Alen made the most of them. The Stratos hit the front and led out of the ‘Mickey Mouse’ stages and into Yorkshire.

Mikkola, who had won this event 12 months earlier, couldn’t be shaken. His 260bhp BDA-engined Escort ran faultlessly to shadow his countryman. And when the Lancia broke a rear brake pipe and locked the front wheels in Dalby, sending Alen off the road, Mikkola moved into a comfortable lead.

Trundling back into Eastgate, late on Monday November 19 with 34 stages and close on 250 miles of competition already done, Hannu led by five minutes. One more day and night down to the bottom of Wales and back and the job would be done. And done in some style, when Ari Vatanen lost time due to a navigational error. Mikkola’s winning margin was boosted to 10 minutes.

Ford celebrated and signed off on the RS1800 in fine style. But there were plenty of cheers in Chester for the runner-up in 1979 as Russell Brookes took his third successive RAC podium. Second was Brookes’ best ever result on his home round of the world championship.

After four days of clear and largely dry but bitterly cold competition, the Chester-based RAC was deemed a great success.

With the event in the middle of Lombard’s 19-year spell as title sponsor, the host city was still being moved around the country from year to year – without any regional bias, the event’s nationwide backer wanted to spread the word as far and wide as possible. So 1980 was run out of Bath before returning to Chester for a historic 1981 event.

Everything had changed in world rallying in the short time that passed between the RAC leaving Chester in 1979 and returning two years later. Audi had revolutionised the sport. The Quattro had arrived. And with this came a

34 WRC Chester DS JD.indd 3

MCKLEIN

Back in Chester

Chester highlights 1979 Chester hosts Lombard RAC Rally for the first time 1981 Audi’s Quattro makes its RAC Rally debut, with Hannu Mikkola dominating the event

1984

fans’ favourite Ari Vatanen takes his only RAC win ever in the awesome Peugeot 205 T16

1992

Carlos Sainz’s second RAC win in three years is enough to seal his second world title in three years

1994

Colin McRae and Derek Ringer paint Chester blue and white as the Scotsmen celebrate their first ever RAC win

The incredible scene at Chester racecourse in 1995 as British rally fans toast their first world champion

1995

McRae, Ringer and Subaru are world champions for the first time at an emotional RAC Rally finish in Chester

2016

Chester returns to the Dayinsure Wales Rally GB route for the first time in 20 years

www.msauk.org / Autumn 2016

31/08/2016 17:30

LAT

significant upturn in Britain’s premier rally.

“By 1981,” recalls Porter in Maurice Hamilton’s book RAC Rally, “we could more or less take our pick [of places to host the event]. The places I used – York, Bath and Chester – are all tourist towns. They are places where a foreigner can bring his wife and she can enjoy herself shopping. They’ve got good hotels and restaurants and the event’s not lost in an industrial conglomerate where there are lots of other attractions taking place.”

Chester fitted the bill perfectly. And local businesses thrived as the tourists poured in. As Hamilton noted, a cold snap in late November served one store particularly well.

“The shops,” Hamilton says, “gearing up for Christmas, welcomed the boost in trade and, in 1981, Marks & Spencer in Chester temporarily ran out of sweaters!”

Mikkola’s Audi charged into an early lead, but when he rolled in Grizedale it was Tony Pond’s Vauxhall Chevette that moved into the lead. Britain held its breath as the rally

www.msauk.org / Autumn 2016

WRC Chester DS JD.indd 4

raced through the Lakes. Could this be Pondy’s moment?

No. Mikkola reeled him in and romped away, returning to Chester from the Scottish Borders with a 10-minute lead.

After a steady couple of days in Wales, Hannu was back in Eastgate celebrating again. After eight and a half hours of flat-chat driving, he’d bring the Quattro home 11min 05sec faster than his nearest rival, the privately run Escort of world champion Vatanen. A particularly snowy event had played into the hands of the four-wheel-drive Quattro, but the world was still left to reflect on a game-changing result in Chester in November 1981.

The RAC Rally returned three times to Chester in the next 11 years, but it was a three-year stretch from 1994 to 1996 that really strengthened the association between the two.

It had been almost 20 years since one place had hosted the country’s biggest live motor sport event for three years and Colin McRae helped make sure nobody would forget.

Network Q had taken over sponsorship of the event in 1993 and a year later the Lanarkshire driver delivered a dream result on his home round of the world championship. Having led the RAC for the three previous years, Colin and co-driver Derek Ringer won in 1994.

Victorious at the racecourse finish, McRae talked of his desire to come back to Chester a year on to fight for the world title. That’s exactly what he did. And anybody who thought the 1994 celebrations had been impressive had seen nothing.

The bark of the Scot’s Subaru Impreza 555 was lost to the cheers of thousands of fans as he spun the famous blue and yellow car in the racecourse car park. What followed was a spectacular night of celebration in Chester. Colin’s father Jimmy will never forget that night, that event or the city itself.

Two years after Colin was killed in a helicopter accident, Subaru owners got together to remember him; the McRae Gathering was an unforgettable event in which more than 1000 Imprezas drove in convoy from Lanark to Subaru’s rally HQ at Prodrive in Banbury.

Later that year, the organisers handed Jimmy a cheque for the £54,000 raised for the Colin McRae Vision charity, which was set up to help underprivileged children. And Chester was the place chosen for the donation to be made.

On an emotional day in August, 2009, Chester became the centre of the rally world again. The Subaru McRae had driven to victory 14 years earlier took pride of place behind a lone piper.

“I’ll never forget the last time I drove into Chester,” Jimmy said at the time. “I was on top of the world.

Colin had won the world championship, Alister [McRae, Colin’s younger brother] was British Rally Champion.

Incredible. It was a strange feeling driving back in here again. But Chester is somewhere we’ll never forget.

It’s where it all happened.”

And, while we can’t promise quite the same sort of drama as 1995, seeing the World Rally Championship back on the city streets will be a very special moment in October. n

35 31/08/2016 17:30

Basic

instincts Club competitor Matt Endean proves that motor sport doesn’t have to cost the earth, as he tells Jack Benyon

36 Low cost rallying GC JD.indd 1

Even a £1000 base vehicle could see you heading for the forests

LINDSAY PHOTO SPORT

T

hink motor sport is only for those with deep pockets? Think again. OK, if you want to compete at the very highest level then certainly racing doesn’t come cheap, but new research has discovered that amateurs can get the behind the wheel of a rally car for less than the cost of a family summer holiday. The findings will come as a relief for parents and teenagers as well as enthusiasts, who may have been put off the idea of running a competition car on the grounds of cost.

The MSA commissioned Matt Endean, a rally competitor, to tot up how much he spent on creating a competitionready rally car. The results will come as a surprise to many.

Endean’s research put the cost of building a car at £2020.83 using second-hand parts. Bolt on the £500 or so for the donor car and you can be way and heading to a rally for just over two and a half thousand pounds. ❱❱

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01/09/2016 11:34

Low-cost rallying

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Low cost rallying GC JD.indd 2

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“I’ve always said you can spend as much or as little as you want to,” explains Endean. “You can go from a standard road car, add bits to it and you’re good to go. You can buy a car on eBay, do some small things to it and be in a rally the next day. We’ve built our own car over a number of years and build it up step by step.”

Endean’s experiment wasn’t just a hypothetical one either: he has used the budget Nissan Micra he built to compete in rallies, including as a privateer on Wales Rally GB in 2014. It might not quite have the glamour of circuit racing but for Endean, being able to emulate your heroes and literally follow in their tyre tracks for a fraction of the cost is priceless The cost of the car can be broken down into three major sections: the car itself (see panel), safety and vehicle requirements. In order for a car to compete in MSA sanctioned events it needs to comply with certain criteria.

In terms of safety there are many non-negotiable extras you will need to buy for your donor car: proper racing seats, the roll cage and the plumbed-in fire extinguishers are likely to be your highest costs. Having those items put

You can buy a car on eBay, do some small things to it and be in a rally next day in professionally is likely to add to your total cost, but it isn’t beyond DIY. Outside of the car other safety precautions need to be carefully considered, mainly overalls and helmet and the now mandatory frontal head restraint. The Simpson

It’s not about cash – or power: Endean’s Micra has provided lots of enjoyment

38 Low cost rallying GC JD.indd 3

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01/09/2016 11:16

Low-cost rallying

Hybrid is the increasingly popular but slightly more expensive option thanks to restricting head movement less. Fitting of these is extremely important and since the introduction of mandatory FHRs, examples of poorly fitted systems have been known. Many motor clubs around the country run demonstrations at committee meetings showing how to fit the items properly.

Other safety items include belt cutters and a window hammer, SOS/OK boards and an ignition circuit breaker. All in all there’s just under 20 safety measures to apply to crew and car before you’re ready to go.

On the vehicle requirements side, your car will need an MSA log book, tank and sump guards, competition tyres and mud flaps. But by far the most expensive item in this section is the intercom. Remember, companies have different connections, so you may need an adapter to connect a different brand of helmet to your intercom.

The choice of cars PEUGEOT 206 (1998-2010) French fun Engine 1.6-litre, eight or 16 valve Cost £400-800 Pros: Newer car, high number sold, easy to source parts Cons: Small number developed or currently competing in rallying NISSAN MICRA (1992-1997) The peoples’ choice Engine 1.3-litre 16-valve Cost £300-600 Pros: Most popular entry level rally car, versatile Cons: Highly developed, difficult to match crews who’ve spent a lot of money on theirs MG ZR (2001-2005) Boy racer pedigree Engine 1.4-litre straight four Cost: £200-500 Pros: Multiple rallying, has its own cup in the BTRDA championship Cons: Head gasket failures common, parts becoming more difficult to find

M&H PHOTOGRAPHY

VAUXHALL CORSA (1993-2000) The old favourite Engine 1.4-litre Cost: £250-500 Pros: Many still on the road, parts easy to source Cons: Numbers competing is dwindling, could make development difficult in the future BMW COMPACT (1993-2000) The rear-wheel drive option Engine 1.8-litre Cost £500-1000 Pros: Reliable entry-level rally car Cons: More expensive to buy/build than the other cars on this list

www.msauk.org / Autumn 2016

Low cost rallying GC JD.indd 4

Your car will need a passport, but together with the logbook, these can easily be obtained by sending relevant forms to the MSA. These can be found on its website.

It certainly wouldn’t be impossible to go from road car to a rally in a week.

So, around £2500 all in. That doesn’t sound too bad, does it? Here’s where it gets better.

Unlike circuit racing, you’ll need a passenger. Stage rallies need a co-driver or navigator to direct the driver over stages as they are almost certainly driving through them blind. Although drivers may build up a knowledge of certain stages, they’re changed by organisers, often year by year, meaning that the skill of a good navigator is vital.

Therefore, should you choose to enter one of the most exciting forms of motor sport and build your rally car, everything can be halved (if you find the right navigator!).

If you split the costs down the middle you can be ready for a rally with £1250.

Building a base-level rally car has many merits, one of the biggest being versatility. Your new caged monster is ready for so many disciplines, your eyes could be opened to other areas of motor sport as well as rallying.

Road rallying, sprints, hillclimbs and autotests are all options. Depending on the event, with a few sport-specific modifications your car is capable of competing in most motor sport events.

Endean describes a perfect example of how your car can help you investigate new sports, but also help you to develop as a driver should you wish to upgrade to quicker machinery in the future – or just pull off some epic giant-killing acts.

“Recently I did a sprint at Hethel which was great fun and great competition, and you can get a lot of enjoyment out of it whatever you’re doing,” says Endean. “The only thing my car hasn’t done is racing and rallycross. We like the panels the way they are at the moment! But there’s nothing to stop it doing any of those, it’s a truly universal car.

“It gives you a platform to lots of different stuff and personally I think it makes you a better driver. Learning how to do handbrake turns on a grass autotest for example. I’ve seen junior drivers on stage events trying to navigate a hairpin and they’ve overcooked it. At a grass autotest you’d learn how to do that.”

A licence is needed for certain events; there’s a full list of requirements on the MSA’s website. A 12 car navigation rally or Autotest wouldn’t require a licence, for example.

As well as the development factor, there’s the potential enjoyment to be had from entry-level rallying too. Take John Stone. He’s owned myriad top-end machinery including MG Metro 6R4, Skoda Fabia WRC and Hyundai Accent WRC as well as renting and borrowing other cars worthy of the front end of any rally. He also has a McLaren road car.

But recently Stone has taken to rallying an under 2-litre Peugeot 206. Not the usual actions of someone with one of the most interesting cars in national rallying, a Ford Fiesta S2000 with a 2.5-litre Millington usually found in tuned Ford Escort Mk2s. ❱❱

39 01/09/2016 11:17

Even a Tarmac event like Tour of Mull can be tackled on a budget

“I usually keep the rally cars at work but the 206 is in the garage at home,” explains Stone. “It sounds corny, but whenever I put the garage doors up it gives me a lot of pleasure looking at it.”

Sounds strange for a man with the amount of machinery Stone has at his disposal. The flexibility factor, much like Endean’s Nissan Micra, is one of the driving factors behind the 206. Although it has a 1.6-litre engine – perhaps an ambitious starter if you’re building your first car on a budget – the same principles apply.

“When you’re running a WRC car, you have to think about the mechanics being available, the entry, all that sort of thing,” Stone says. “It’s a big operation to do world rally car-calibre stuff. Even some of the Mk2s now are getting to the point where you have to plug the laptop in.

With this, it’s a great feeling to know you can drive the car to the event – we’ve done that before – and drive it back.

We run it on pump fuel, we don’t even use super unleaded.

And it doesn’t go through tyres. I had some gravel tyres that had done three events and there was nothing wrong with them. It’s great fun.”

The testimony is there. Entry-level rallying can be cost effective and almost as much fun as driving the sport’s most refined machinery.

So what’s next? When you have a car, you need to get it dirty. As Endean has already proved, Wales Rally GB is a possibility. But there’s plenty more to explore at a more reasonable cost. Road rallying – run on public roads with the aim of achieving an average speed of 30mph – can be done at very low cost and is where most of the sport’s leading lights started. Most can be entered for under £100

40 Low cost rallying GC JD.indd 5

LINDSAY PHOTO SPORT

Low-cost rallying

(£50 each if you split it with a navigator) and offer a real challenge for the crew. The need to navigate on maps makes road rallies even more attractive to co-drivers as their importance is even bigger than on stage rallies.

In terms of stage rallying, an asphalt single-venue event is a great place to ply your trade. The Motorsport News Championship is the most popular series for these types of events, holding rallies on many of the UK’s major race

You can drive the car to the event, and it doesn’t go through tyres. Great fun circuits including Oulton Park and Brands Hatch. But there are many held on airfields and circuits throughout the year and all over the country that are easy to enter and reasonably priced.

The most expensive place to take your new car will be to large gravel events, but arguably they offer the most pleasure. To enter a championship, the BTRDA for example will set you back £90 as a crew, while for a Regional Association championship it will be around £30. The damage and wear and tear is increased, but it is accepted as the most enjoyable place to compete in your rally car.

The forests are closer than you think, too. In fact, competing full stop is closer than you think, and for under £1500 per crew member you could be travelling in Elfyn Evans’ wheel tracks. Literally. n

www.msauk.org / Autumn 2016

02/09/2016 09:27

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JSW Group

30/08/2016 12:28

Safety in numbers Joe Dunn talks to a man charged with improving every aspect of motor sport safety

Impact research

A

ndy Mellor is a man on a mission. He’s been working relentlessly on motor sport safety since 1994 and, over that time, has fulfilled the roles of research director for the FIA Institute and vice-president of the FIA Safety Commission.

Despite the huge advancements in safety to date he continues to push to reduce the number of fatal accidents at all motor sport events, across the world, not by 20 per cent nor 50 per cent but by 100 per cent. To zero.

No pressure, then.

The task is not as impossible at it might at first seem.

According to Mellor, who is now a senior research engineer at the Global Institute for Motor Sport Safety, the FIA Institute’s research partner, a recently compiled database of all deaths in all forms of motor sport across the world shows that the total figure is on average 100 per year. Every death is a tragedy but when compared to road fatalities which are around 1.25 million per year globally, it is not quite as statistically impossible as readers – for whom the words ‘motor sport is dangerous’ will be familiar – might first assume.

And in any case, Mellor has science on his side. The chartered engineer has dedicated his professional life to studying the effects of accidents on the human body. He has analysed countless crashes and for each one asked himself the same two questions: what happened and why?

“The key thing in motor sport – whether at Formula 1 level or karting – is understanding the kinematics of the accident and the mechanism by which any injuries are sustained.

Crucially it is equally important to study those (significant) accidents where there were no injuries,” he says.

“The decisive activity is, then, to develop safety features that can prevent or mitigate that often small but devastating element that caused the injury. Or in the case where injuries were not sustained, examining how the crash loads were tolerated by the safety technology in the car and determining whether it can be replicated. There is no reason why we can’t target zero fatalities in motor sport.” ❱❱

Andy Mellor, right, is tasked with improving safety in the TRL lab, left, and then on the race track

43

44

I design the safest systems I can. I’m very happy that the difficult decisions about adopting them are made by others

WILLIAMS

It is fitting for a man obsessed by safety, that it was a tragic accident that first brought him to motor sport.

Having graduated from Manchester University, he joined the UK Department for Transport to work on vehicle safety and policy. After two years’ training he was seconded to the Transport Research Laboratory, to help develop enhanced safety systems for passenger cars and motorcycles. Then, in 1994, Imola happened with the tragic deaths of Ayrton Senna and Roland Ratzenberger followed by the serious accident at Monaco two weeks later that left Karl Wendlinger in a deep coma. “Max Mosley gave Professor Sid Watkins a remit to overhaul safety in F1,” says Mellor. “Sid arranged a meeting and I had a session with him where I explained the techniques we were using for accident investigation and analysis, and how enhanced safety systems could be developed by exploiting advances in material technologies coupled with a better understanding of human tolerance to injury. From this beginning, we established the Motor Sport Safety Centre at TRL, enabling research and development for the FIA and other clients such as the FIM, whilst also providing routine testing services for the teams. That was the start of my involvement with the FIA.” Within a few years Mellor was an integral part of the safety development programme for the FIA, alongside Peter Wright (ex-Team Lotus technical director), with Professor Watkins at the helm. “Sid became a guru to me,” he says. “It was an honour and privilege to work with him and provide the scientific knowledge and engineering solutions that were required. Despite his huge reputation you never felt intimidated by him. He was an incredible character to work with.”

Work on F1 safety in the aftermath of Senna’s death progressed at lightning speed and had the relentless support of F1 race director Charlie Whiting. “Those first years we achieved quite a lot. The first change was in the high cockpit sides and head protection. If you look at photographs of cars in 1995 compared to 1996 you will see that from ’96 they start to look much more current; before ’95 they look like historic race cars.”

Mellor developed the detailed specifications for the foam that was used in the cockpit sides which offered additional protection to the driver’s head. This was followed by the HANS system, advanced F1 helmet and anti-penetration chassis designs. He became convinced that there are two key elements in protecting drivers no matter what type of race series they are competing in. “The two most important factors are to keep the driver’s torso and head as closely coupled to the chassis as possible and to avoid intrusion into the cockpit space. The former in itself has two major advantages: acceleration and g levels on the body are not amplified relative to those of the car, which means head and chest injuries are reduced. And it also avoids differential loading so you avoid bending and shear loads on the neck and spine “The point is, if you can prevent the injurious event happening in the first place, it is better than attempting

L to r, post-95 raised cockpit sides are visible sign of safety advance – but not popular with fans

to reduce the severity of the injury. In the case of a violent passenger car accident, the occupants are not so well restrained and a driver’s head can impact pretty much anywhere inside the front cabin; even as far as the sill on the opposite side of the car. The interior surfaces are protected with energy absorbing materials to help prevent injuries. In WTCC and GT Racing we initially followed a similar direction, by fitting energy-absorbing padding to the rollcage tubes. But later we developed the Advanced Racing Seat and Racing Nets to keep the driver’s torso and head in place during even the most severe accidents.”

Mellor has worked across three racing disciplines, single-seaters, closed cars and karting, researching everything from helmets and harnesses to car construction and crash structures, but claims one of the most important

www.msauk.org / Autumn 2016

Impact research

from those who believe too much safety has a detrimental aesthetic effect on racing. The high cockpits in F1 for example led to howls of outrage among some fans who claimed it made identifying the driver almost impossible because only the tops of their helmets were visible. Mellor acknowledges the tension, but says the safety work is specified within strict parameters. “We have to work within a definition for each type of race car,” he says.

“Single-seat, open-wheel racers are just that, whether or not it would be safer to make them into Le Mans cars. It’s the same with karting: You could arguably make them safer by fitting safety belts; but then you would need a strong chassis, roll hoops and crash structures and you would essentially turn it into a small single-seater race car.”

The debate reignited this year with the proposed introduction of the so-called Halo device for F1 cars, to reduce the risk of head injury from flying debris. The proposals came in the wake of the death of Henry Surtees, the son of John, who was killed after being hit by a loose wheel in 2009, the near-fatal accident the same year that saw Felipe Massa struck by a spring weighing almost 1kg with such force that it penetrated his helmet, and the death of Indycar racer Justin Wilson last year, whose helmet was struck by a nosecone.

Mellor’s research has seen him firing wheels at the canopy of an F16 fighter jet to measure its strength as well as studying the forces required to deflect objects away from the

advances has been in crash barrier safety. “The research and development we have done on safety barriers has made a huge difference. At Sochi, Carlos Sainz owed his life to the barrier he hit. Natacha Gachnang, who crashed at Abu Dhabi and perhaps holds the record for fastest impact of almost 190kph into the barrier, came away with (only) a fractured leg. The crash barrier stopped her car in five metres whilst the acceleration never exceeded 40g.”

He is proud of the work he has done on rally cars too, in order to prevent a repeat of the tragic death of co-driver Michael Park who died at Rally GB in 2005. “We pushed hard on the side impact protection project and the package we developed has now made accidents like that survivable. Rally cars are so much safer today than they were 10 years ago.”

Inevitably, some of Mellor’s work has met with resistance

www.msauk.org / Autumn 2016

Right, part of Mellors’ job is to explain accident scenarios to drivers

driver’s head. “We’ve been working on the Halo project for four years and we determined that deflection was a much more compatible way of dealing with the problem of objects heading towards a driver’s head. The forces needed to deflect something were a fraction of those needed to stop it.”

The research established a definitive design and inchassis mounting requirements for the proposed Halo system, which effectively forms a shield in front of the driver’s head with angled struts deflecting debris to the sides of the helmet, rather than a full canopy design. The system has been agreed by the F1 Strategy Group to be included in F1’s regulations for the 2018 championship.

Mellor is pragmatic about such developments. “My job is to design the safest systems I can. I am very happy that the difficult decisions about how and when to adopt them are made by others.” ❱❱

45

Impact research

After more than 20 years’ improving safety, where does he see the next development taking place?

“With the new Global Institute we have a team of very proficient engineers and the future is extremely exciting.

We’ve reached a stage where safety at the top level is so much beyond that of club level that we have to work on closing the gap. Much of the R&D has been done, and there is an emphasis on cascading it down to the lower racing series at reduced cost whilst maintaining quality.

So, for example, in the UK this year they have mandated FHRs in rally, race and speed events. The MSA is ahead of many other associations around the world and it needs to continue this. I would say too that every circuit-racing closed car around the world should be running with nets, which protect during side-impact accidents. For the top championships, we’ll continue to push boundaries. On the horizon we’re looking at projects such as electronic track limits, biometrics and high-speed video (we’ve been running the latter in F1 this season).”

Other changes might be more controversial. Mellor says they have recently finished looking at the design of LMP cars in response to an increase in the number of spinal

After much testing of debris protection, the Halo system hits the track in 2018

injuries. The conclusion? That the current reclined seating position adopted by Le Mans prototypes actually exacerbates the potential for spinal injuries. The solution? Recommend that the seats should be in a more upright position with optimized harness anchorage positions. “Of course,” he adds, “That will have implications for the shape of Le Mans cars. Once adopted, you will see them being designed with somewhat higher rooflines.”

That might seem quick but according to Mellor the pace of safety innovation is key to its attraction. “When I worked on policy for the UK Government you might do a year of R&D and then negotiate it in Brussels and 10 years later a somewhat diluted version might eventually be ratified.

“In motor sport, what you develop one week may be racing during the following weekend.”

Don’t write off that zero fatalities ambition just yet. n

Andy Mellor’s top five safety innovations HIGH COCKPIT SIDES Adopted in 1996 by F1 after the death of Ayrton Senna and serious accident of Karl Wendlinger in 1994 and Mika Hakkinen in 1995, higher cockpit sides on open racers included hightech padding to increase head and neck protection and to protect against lateral impact WHEEL TETHERS Since 1998 F1 cars must have tethers to connect the wheels to the chassis to prevent them coming free in the event of a crash and causing a hazard for other drivers and spectators. The performance of the F1 tether system has been continually developed and now can absorb more than 10x the energy than when they were first introduced

46

HANS AND FHR Designed by Dr Robert Hubbard in the 1980s this is one of the most important recent innovations, restraining the head in a frontal crash to reduce head and neck injuries. Mandatory in F1 from 2003.

RACING NETS Fitted to closed-cockpit cars, racing nets are designed to provide lateral restraint during side impacts SIDE IMPACT PACKAGE Adopted by the World Rally Championship in 2009 this system ensured the space package between the seat and the outside of the car was filled with an energy-absorbing foam, to help minimise forces on the body in the event of a lateral impact with a tree.

www.msauk.org / Autumn 2016

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30/08/2016 12:29

Mark Busfield’s

CWB Trident

A motor sport professional who turns to his historic trials car for a dose of fun.

By Paul Lawrence

M

48 Weekend Warrior DS.indd 1

TECH SPEC Engine: Ford 100E, side-valve 1172cc Power: 40bhp Weight: 380kg without the crew, including twogallon fuel tank.

Gears: three forward speeds plus reverse Top speed: 15mph

PAUL LAWRENCE

ark Busfield is a convert to historic sporting trials, a branch of motor sport that has enjoyed rapid growth over the past five years. He has spent most of his working life in professional motor sport but says that competing in his CWB Trident is the best fun he’s had in racing.

Incredibly, he has owned the trials car since he was 12. “My dad competed in rallies, trials and hillclimbs,” says Mark, a veteran of rally, touring car and GT teams who now heads up classic restorations at Aston Martin expert Desmond Smail. “My parents had a smallholding in Yorkshire and I could drive as soon as I could reach the pedals. When I was 10 or 11 I bought my first car, which was an Alfa Romeo saloon. But I could only drive it in the summer as in the winter I got stuck in the fields.

“I looked for something I could drive 365 days a year and found this old trials car in the Yorkshire Sporting Car Club.

I bought it for £100; the car was £75 and the trailer was £25. I sold everything I had, including my chopper bike for £40, and convinced my father to pay for the trailer.

“I’ve owned it ever since. I put it in my father’s barn, which later burned down and the car was semi-derelict for many years. Seven or eight years ago I made a conscious effort to do something about it and it took me about four years to rebuild it. In the fire the chassis was badly damaged so I used it as a pattern and made a new one.”

Mark first rebuilt the CWB Trident for classic trials, but then the Historic Sporting Trials Association came along.

“I did one HSTA event and have never missed another,” he says. “It is one of the finest days out you can have.

“The entry fee is £35 and the camaraderie is fantastic.

If you have a problem, everyone else will help. The late Monty Peters became a mentor and he actively encouraged me to do better and beat him. Having done motor sport for a living for many years, it’s nice to have a bit of fun.” n

www.msauk.org / Autumn 2016

01/09/2016 10:29

Weekend Warrior

THE CHASSIS

The first iteration of the car was produced in 1952. The latest box-section spaceframe chassis, built following a fire, is based on the version that originally dates back to 1960.

www.msauk.org / Autumn 2016

Weekend Warrior DS.indd 2

TOP SPEED

This depends on the rear tyres, but is around 45-50mph which apparently feels like 180mph! The car runs a BMC 5.2 rear differential and the speed on trial sections is typically only 10-15mph.

49 01/09/2016 10:29

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“Not only does the B7 save a few kilos but they are also surprisingly comfortable and because it does not need the padding you have more feel and car control”.

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30/08/2016 12:56

Majestic background to Cholmondeley’s annual fiesta of fire-breathing race and rally cars

Cholmondeley Castle Ancient stones, wailing engines and family fun

I

t might have been on the UK’s competitive radar only since 2008, but Cholmondeley Castle has very quickly forged a reputation as a progressive motor sport venue. Although the centrepiece of the inaugural Cholmondeley Pageant of Power was a sprint event on a challenging 1.1-mile course through the estate grounds, visitors could also watch vintage motorcycle scrambling, powerboat racing and air displays, or else saunter through the trade village and buy a slab of local Cheshire cheese. Diversity has always been key.

Situated just off the A49, Cholmondeley is distinctly rural yet close to one of motor sport’s heartlands. Oulton Park is a few minutes down the road, Aintree – one of the British Grand Prix’s former homes, still used for sprints and motorcycle racing – is about 40 miles away and just across the nearby Welsh border classic rallying terrain is plentiful.

Although Cholmondeley’s events have maintained a predominantly historic flavour, in recent years a class for contemporary supercars has grown. Here, low-volume specialists such as BAC, Dax and Ariel come up against track-day artisan Caterham and the might of Lamborghini, McLaren, Bentley and others in pursuit of the weekend’s quickest time, cars often taking flight as they crest the hump-backed bridge along the finishing straight. There have been oddball entries – including Range Rovers and a JCB – but the opposition usually comprises everything

www.msauk.org / Autumn 2016

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CIRCUIT

INFO

Cholmondeley Castle Garden, Malpas, Cheshire SY14 8AH Opened: 2008 Course length: 1.2 miles Course record: 55.29sec, Robbie Kerr, Radical RXC

SIMON ARRON

Place Notes

from Austin 7s and wheelie-prone supermotos to aero-engined specials, classic endurance racers (even the rasp of a Matra V12 one year) and Formula 1 cars from the 1980s and 1990s.

During the early days, Williams driver Andrew Wareing took a wrong fork at the end of the course and, instead of completing the return loop to the paddock, had to perform a multi-point turn to avoid joining the A49.

As well as the Pageant of Power – renamed in 2016 as Cholmondeley Power and Speed – the site also welcomed TV & radio presenter Chris Evans’s charity fund-raising Carfest North in 2012, and will this year form part of the route for Britain’s round of the World Rally Championship. The Dayinsure Wales Rally GB runs from October 27-30 and on the penultimate day Cholmondeley will host a RallyFest, combining stage action with family-friendly attractions, sideshows, car displays and demonstrations. As a taster, a range of rally cars past and present was exhibited at CPAS in June.

Although this will be the first special stage at Cholmondeley, rally cars have already played a significant role beneath the castle walls. In 2008, local driver Kingsley Ingram was outright winner of the inaugural sprint in a Ford RS200 and the course has been graced by everything from Group B giants such as the Lancia Delta S4 and Audi Sport Quattro to Mk2 Ford Escorts and original Mini Coopers.

Many well-known drivers and riders have also taken part, including Le Mans 24 Hours winners Derek Bell and Guy Smith, 1964 Welsh Rally victor Barrie Williams, Stuart Graham (conqueror of the TT on two wheels and four), 2013 superbike world champion Tom Sykes, current British Rally Championship star Elfyn Evans and rallying’s four-time world champion Juha Kankkunen, who first appeared in 2011 at the wheel of Bentley’s Supersports Convertible, after it set a world ice-speed record – 205.48mph across the frozen Baltic.

The Cholmondeley course might be short, but it has already has a cult following and a sumptuous pedigree.

Simon Arron n

51 01/09/2016 10:29

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ADVERTISING FEATURE

Toolkit The latest products and advice for competitors

No wires, no worries

Say goodbye to mechanical switches. Budding racing drivers can now turn to the latest generation of digital touch controls allowing them to control dozens of functions with the tap of a finger rather than the flick of a switch.

UK-based Summit Technologies provides award-winning technology solutions to individuals and companies within the motor sport community, specialising in what it calls “human interface systems for race drivers”.

Their UK-designed and built ‘RAPTOR’ wireless control system has been nominated for two design accolades. It essentially allows you to turn a dumb steering wheel into a smart steering wheel featuring buttons that can be programmed to activate the ignition, lights or traction control.

Similarly, the Talon Digital Touch Control Panel features 15 individually programmable buttons, designed to control any 12-volt vehicle electronics system, from lights to ignition and ECU maps.

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The idea behind both systems is to free up the driver from more mundane tasks and concentrate on the important things. Like racing.

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www.msauk.org / Autumn 2016

Toolkit1 GC.indd 1

53 01/09/2016 10:40

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This version of the Pro III Evo includes a GPS2 expansion box which provides GPS lap timing and Bluetooth data transfer. The addition of GPS timing means you can set different sector points throughout the lap as you are no longer limited by the number of timing strips. Track mapping is also enabled to allow you to monitor where time is gained or lost on every part of the lap – a very useful tool for improving your lap times. With 11 display screens available you can tailor your ‘Race mode’ screen to show exactly what you require, selecting from current lap time, best lap time, lap number, session run time, engine number, temperature and speed.

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54 Toolkit2 GC.indd 1

www.msauk.org / Autumn 2016

01/09/2016 10:40

ADVERTISING FEATURE

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The AIM MyChron 5 Dash Logger/Kart Lap Timer is a high-resolution graphical display with built-in 10Hz GPS to sample, view and record kart engine parameters and lap data. The MyChron5 unit is a multifunction system which logs and stores speed, lap times (including split and predictive), gear, temperature and rpm.

The device also features a temperature sensor input, which can be used to measure one of the following – water temperature, cylinder head temperature or exhaust gas temperature. Additional sensors can be added separately.

Once back in the paddock you can scroll through all relevant data on the display: lap times, with best lap indication, maximum RPM and maximum temperature value.

The MyChron 5 has been developed to appeal to the beginner, showing essential functional information, right through to professional teams, who require detailed, tailored and specialised data. Data is recorded to the internal 4Gb memory, and can be downloaded via WiFi to your PC for post-race analysis.

These RR500 custom-moulded intercom earpieces are optimised to provide the best in comfort and performance in one of the toughest environments imaginable: the inside of a race car. Before you buy, you’ll need to have an impression taken of your inner ear in the GPR shop at Silverstone which is sent to a lab to make up a mould for your ear pieces. It’s not as simple as off-theshelf options but the results are worth it.

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The RW3 Co-Pilot watch from AST is designed by co-drivers for co-drivers. Simply set the watch to rally clock and use the whole-minute pre-start option, or choose your own prestart option to accurately record your stage times. As well as storing multiple stage times the RW3 record the time of day at the stage end. Stage times can be updated to agree with the time keeper, and the timers can be used for service reminders and road sections to avoid being too early or late at time control.

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www.msauk.org / Autumn 2016

Toolkit2 GC.indd 2

55 01/09/2016 10:40

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National Court

Motor Sports Council National Court SITTING TUESDAY 2ND AUGUST 2016 Tony Scott-Andrews, Mike Garton, Bob Kettleboro Case No 2016-13 – Jim Deans Appeal This is an Appeal against a decision made by the Championship Stewards of the Scottish Fiesta Championship which imposed a penalty upon the Appellant, Mr Jim Deans, whereby 10 championship points would be removed from his points score.

During a race at Knockhill on 1st May, Mr Deans overtook another competitor whilst yellow flags were displayed. Mr Deans was called before the Clerk and explained that he had not seen the yellow flags when he overtook and accepted that he had made a mistake. He was, rather surprisingly perhaps, given a penalty which left the results of the race in which the infringement had occurred intact but imposed a grid place penalty for Mr Deans’ next championship race which penalty Mr Deans accepted.

It is understood that the competitor whom Mr Deans had overtaken on the penultimate lap of the race had queried why the results had not been altered but seemingly elected not to lodge a Protest or to seek to appeal the

www.msauk.org / Autumn 2016

National Court GC.indd 1

Clerk’s decision.

What did happen, however, is that the Championship Co-ordinator brought the matter to the attention of the Championship Stewards who, from evidence heard today, discussed the matter in the course of a post-race debrief when numerous other people were present and subsequently decided to impose the penalty referred to above. On 29th May the Co­ordinator sent an e-mail to Mr Deans advising that “In accordance with Sporting Regulation 4.3 of the Scottish Fiesta Championship it has been decided to add a further penalty of the removal of 10 championship points from your award on the results of the 1st May Race Meeting.”

Reference to Art 4.3 of the said regulations (headed “Additional specific championship penalties”) does indeed permit the coordinator to “pass information over to the Championship Stewards for the consideration of the imposition of further penalties” but this applies “If competitors are found to be deliberately breaking regulations.”

Mr Deans took exception to the apparent finding that, for a penalty to have been applied under this provision, he must have deliberately overtaken under yellow flags. He maintains that it

had never previously been even suggested whether by the Clerk or any other person that he had deliberately ignored the yellow flags. He had explained that he had simply not seen them and, as far as he was aware, this explanation had been accepted.

The Co-ordinator whilst giving evidence to this Court today has confirmed that she did not in fact consider the overtaking under yellow flags to have been a deliberate breach of the Regulations but was, reasonably enough, concerned that the Clerk’s decision adversely affected the competitor who had been overtaken and considered the Stewards’ decision to have remedied this.

It is the view of this Court that as (albeit for another purpose) Art 4.3 actually refers to “current MSA Judicial Procedure Regulations” it was wholly inappropriate for the Championship Stewards to have determined that Mr Deans had acted deliberately without even giving him an opportunity to be heard. Indeed, one wonders upon what evidence their decision was based. Mr Deans had no notice of any hearing and was quite unaware of what was happening until he received the co-ordinator’s e-mail of 29th May. The decision of this Court is that the Appeal succeeds and the decision of the Championship Stewards is revoked.

It is within the power of this Court to impose a penalty other than those already imposed upon Mr Deans but the Court has heard

that he has already served his five-place grid drop (from pole position, it is asserted) which clearly affected his ability to score championship points in that race and, again it is asserted, in the race which immediately followed.

In view of this the Court will not impose any further penalty or vary the existing Penalty made by the Clerk.

The Appeal fee paid by Mr Deans is to be refunded.

TONY SCOTT-ANDREWS, CHAIRMAN

SITTING TUESDAY 2ND AUGUST 2016 Tony Scott-Andrews, Mike Garton, Bob Kettleboro Case No 2016-14 – Daniel Martin, Eligibility Appeal This is an Eligibility Appeal brought by Daniel Martin against a decision of the Clerk of the Course to exclude him from the results of the Rotax Max Final held at Clay Pigeon on 12th June.

The decision was based upon a Non-compliance report alleging “Substance in the Clutch Drum”.

This Court has seen the submissions made by both the Scrutineer and the Eligibility Scrutineer as well as those of the Appellant. There is considerable discrepancy between the version of the Appellant and those of the Scrutineers as to the manner and timing of the sealing of the clutch drum and as to who was present at any given time.

The Appellant contends that the race was conducted in very

57 01/09/2016 10:36

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National Court

changeable conditions and that having qualified in fourth position for the final he had been obliged to deviate from the one dry line and take to the grass to avoid an ontrack incident. On his in-lap, after 24 racing laps, being unsure as to weight he deliberately went off line in order to pick up whatever was available. The Appellant states also that between each race the clutch drum and clutch face are cleaned, that the clutch drum which is of the new type or design was new that morning and that no substance had been put in the drum before the race.

The clutch systems on a 125 Rotax are said to be an open system.

The Scrutineer states that the new-style drum from the Appellant’s kart displayed “a shiny substance on the running surface with two small patches which seemed dry” with which finding it is said the Appellant disagreed. It is said that Eligibility Scrutineer retained the drum whilst the Scrutineer prepared a sealing bag adding the race number and class and that the drum was then placed in the numbered sealing bag in the presence of the Appellant. The Appellant was asked to wait outside the office whilst the Scrutineer completed the Non­-compliance report but on completion and needing the Appellant to sign the form and the bag it was found that the Appellant had left parc fermé.

The Appellant maintains that the Eligibility Scrutineer “was of the opinion that there was a ‘substance’ in the clutch and proceeded to exclude me from the race after using a white cloth to test for any discolouration”.

Further, the Appellant is adamant that he did not see the clutch drum sealed nor, despite enquiry, any paperwork from the Scrutineers and that, as for leaving parc fermé, he was told to go and wait at the Clerk’s office if he wanted to appeal.

If this is correct it would seem that the Appellant was under the belief that it was one of the Scrutineers who had excluded him such that he would need to appeal that decision.

The Appellant states that having waited for some 30 minutes outside the Clerk’s office he was

www.msauk.org / Autumn 2016

National Court GC.indd 2

asked what he was doing there by the Clerk who appeared unaware of any crutineering issues. When the documentation arrived some little while later a hearing took place and the appellant was excluded from the race.

Examination of the clutch drum today shows rather that it is scored and possibly out of shape rather than displaying any untoward substance.

It is noted also that the component itself has not been sealed in any way, merely placed in a numbered bag which the Clerk would have possibly needed to open on hearing from the competitor.

The MSA Bulletin numbered 118 and dated September 2015, Scrutineers section, details procedure for “sealing the component”, inserting the seal number on the certificate and the type of seal used “and then put(ting) it in a sealing bag.”

The Court is mindful that this was not done and this, together with the utterly contradictory statements of the parties and today’s inspection of the drum itself, leads the Court to find that there must exist doubt that the correct procedures were followed sufficient to warrant the Appeal succeeding.

It follows therefore that the decision of the Clerk of the Course dated 12th June be revoked, that the Appellant be put back in the results, that they be published accordingly and that the Appeal fee be refunded.

TONY SCOTT-ANDREWS, CHAIRMAN

SITTING TUESDAY 5TH JULY 2016 David Munro (Chairman), John Felix, Ian Watson Case No J2016-08 – Andrew Schulz Appeal The National Court has considered the appeal of Andy Schulz and Paul Bailey, the drivers of car 28 in race 17 at the MSVR Race Meeting at Donington Park on 23rd/24th April 2016.

Mr Schulz had entered the pit lane having received the black and orange flag and was still in the pit lane when the race leader crossed the finish line.

He was not classified as a finisher but asserted that he was entitled to be so classified under regulation Q17.3 given that he had completed at least 80% of the distance covered by the class winner and had crossed the finish line within four minutes of the overall winner.

This appeal rests on the interpretation of “within” in the context of regulation Q17.3. In short he submits that the four minutes period applies to the time before the winner crosses the finish line as much as it does to the line thereafter.

Whilst sympathetic to the circumstances in which this appeal arises, the Court cannot agree with the submissions made in relation to the interpretation of GR Q17.3.

The regulation states that: “ ... to be classified as a finisher in a race, only cars which have covered at least 80% of the distance covered by the class winner and which cross the finishing line under their own power within four minutes of the overall winner will be classified.”

It is plain from the definitions contained in Section B of the 2016 Yearbook that “finishing line” means the last control line.

Mr Schulz did not cross the last control line within four minutes of the overall winner as until the end of the race that line is simply a control line within definitive in Section B of the Yearbook.

The Appeal is dismissed.

The Appeal fee is forfeit and the Appellant is ordered to pay a contribution in the sum of £500 towards costs.

DAVID MUNRO, CHAIRMAN

SITTING TUESDAY 5TH JULY 2016 David Munro (Chairman), John Felix, Ian Watson Case No J2016-15 – Jordan Ford, Eligibility Appeal This matter comes before the National Court pursuant to GR C9.1 following a concern by the MSA that there may have been an irregularity in fuel testing, following the taking of fuel samples from a competitor after the MSA British Superkart GP for F250 karts at Donington Park on

5th June 2016.

The court has considered the evidence to hand and concludes that the procedure used to test the fuel from Kart No 198 (Jordan Ford) was inadequate. It follows Mr Ford, who was excluded from the results of the race, under GR C3.1.1 should now be reinstated in these results.

DAVID MUNRO, CHAIRMAN

SITTING TUESDAY 14th JUNE 2016 Steve Stringwell, Mike Garton, Leonard Pullen Case No 2016-10 – David Jenkins Appeal The Panel of the National Court heard the appeal of Mr David Jenkins against the Decision of the Stewards of the Meeting excluding him from the result of the first Truck Race 23/24 April at Pembrey.

The Panel heard submissions from Mr Champkin (on behalf of Mr Jenkins), Mr Jenkins, Ms Franklin and Mr Wells (Clerk of the Course).

Video evidence of the incident was also seen by all.

The Panel noted and considered General Regulation G 5.3.2 that states the Clerk of the Course may penalise any driver reported for not complying with flags.

The Panel also discussed and considered the green flags shown at all posts during the first lap of each practice session and during each formation lap as stated in Q15.l.(i).

After careful consideration, the Panel’s decision is that this appeal fails and that the Clerk of the Course’s decision stands.

However, in reaching its decision the Panel proposes a number of recommendations to be considered in respect of Truck Racing: 1. Number on windscreen to be reviewed as it appears to restrict the drivers view.

2. Siting of marshal posts should be more clearly defined as required.

3. Briefing notes to be reviewed with more specific details provided and reinforced at driver briefings 4. Track maps to be reviewed and, where required, updated STEVE STRINGWELL, CHAIRMAN

59 01/09/2016 10:37

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Dr Jekyll meet Mr Hyde

New Hyundai i20 Turbo Edition Same car. Two very different personalities. One’s a headline-grabbing monster of a rally car, the other is a sleek and stylish city run around with a highly efficient, 1 litre turbocharged engine for a more responsive and thrilling drive. Adding Satellite Navigation as standard also allows you to ditch the co-pilot. hyundai.co.uk

Fuel consumption in MPG (l/100km) for i20 range: Urban 33. 2 (8.5) - 80.7 (3.5), Extra Urban 55.4 (5.1) - 94.2 (3.0), Combined 44.1 (6.4) - 88.3 (3.2), CO2 Emissions 148-84g/km. These official EU test figures are to be used as a guide for comparative purposes and may not reflect all driving results.

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Contact: Tel: 01747 852899 | Fax: 01747 854988 Email: info@wrenclassics.com Website: www.wrenclassics.com

1964 ELVA Mk Vll Chassis #70/049 Chevron GR8. A superb and little used example of Chevron’s GR8, fully maintained and professionally upgraded, with only one owner from new. £54,995. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

Lotus 102 F1. A unique opportunity to purchase a totally original immaculate V12 engined F1. On the button, fully useable and invited to all the best events. POA. For full details please see www.cheshireclassiccars. co.uk or call 01244 529500.

Brabham BT30. Stunning Historic F2 with FVA engine. Superb and significant history and more recently very successful in both F2 and Classic Racing Cars. £69,995. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

Ford Mustang. This immaculate fastback has been the subject of a complete restoration.

Comprehensive specification and ready for race or road use. £44,995. For full details please see www.cheshireclassiccars.co.uk or call 01244 529500.

62 www.msauk.org Autumn 2016

Built during January 1964 this car was exported to Carl Haas in Chicago. Owned in turn by Messrs Parker (1964-1970), Lynch (1971-1985) and Rudd (1986-1989) the car returned to Europe during 1990 via Italy and France finally being repatriated to the UK. An overhaul of chassis, Bodywork and engine was then undertaken. HTP was granted during early 2009. Brand new Shaw engine recently fitted, prepared

by Andy Wolf. Accepted into Goodwood revival 2016 and currently owned by a well-known personality. There are some spares with this car wheels etc.

P.O.A Tel: 01778 392562.

Email: info@hallandhall.net

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Autumn 2016 www.msauk.org 63

Classifieds MSA AUTUMN 2016.indd 63

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64 www.msauk.org Autumn 2016

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Performance Parts

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Classifieds MSA AUTUMN 2016.indd 65

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Club Focus

Autocross exploits dating back to the 1950s are at the roots of the thriving club of today

North Devon Motor Club Keeping motoring in the south west for 70 years

T

his year the Barnstaple-based North Devon Motor Club is celebrating its 70th anniversary, which begs the question: what keeps a club going for so long?

Formed by professional motorcycle rider Bob Ray and two friends in 1946, the club was originally known as Barnstaple and District Motor Club and held predominantly motorcycle events. As news of the club spread and popularity grew it became apparent that members were joining from across the whole of North Devon, prompting the name change to North Devon Motor Club. This influx of new members also led to car events being added to the calendar.

Two flagship events from the early days continue today: the Ilfracombe Rally and the Exmoor Trial. The club also organises around a dozen other events each year ranging from autotests and sprints to trials.

However the club is particularly well known for autocross, a discipline that became a regular feature on the club calendar during the 1950s. One particular autocross event that the club still runs was once broadcast by the BBC and commentated on by none other than a young Murray Walker.

66

CLUB INFO Founded: 1946 Membership: 150 Website: www.ndmc.org.uk

The success of events in the 1970s led to the club acquiring a 52-acre field near Sugworthy to be used as an autocross venue – something that makes the organisation unique to this day. In fact current MSA British Rallycross Championship leader Dan Rooke (see page 21) is a member of NDMC and honed his rallycross skills on club autocross events just a few years ago.

The club’s venue acquisition and its work to bring young people into grass roots motor sport contributed to its being named the JLT MSA Club of the Year in 2000.

Fast-forward to 2016 and chairman Andy Grant reckons the club’s success is all down to the hard working committee. “The work of various committee members over the years is definitely what has kept the club going,” he says. “A lot of us are heavily involved in motor sport and spend most weekends out on events or working on something for the club.”

Looking to the future, the club is always on the lookout for a new project and would love to see the return of the MSA British Autocross Championship.

So, what was the answer to our opening question?

What is it that has kept the club going for so long?

Grant answers: “Keeping busy!” n

www.msauk.org / Autumn 2016

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