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MSA AUTUMN 2017 THE

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GRAND PRIX MARSHALS MEET THE MEN AND WOMEN WHO MADE THE RACE POSSIBLE

WALES RALLY GB KRIS MEEKE AND ELFYN EVANS REVEAL THE MAGIC OF WALES

CRYSTAL PALACE THE STRANGE AND ROMANTIC HISTORY OF LONDON’S FINEST CIRCUIT

MAGAZINE FOR BRITISH MOTOR SPORT

Back to the future Why historic racing is attracting a new breed of young driver

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Contents

05 Forum

Welcome letter from the editor

06 Action Replay

Celebrity racers at the Silverstone Classic

09 News

Latest updates and events from the MSA

17 View from the MSA

Jennifer Carty on the importance of safeguarding children in motor sport

19 View from the Volunteer John Hopwood, scrutineer of historics

30

21 View from the Competitor

38 Dan Cammish

24 Young Guns

44 Battle of Britain

Ben Barnicoat on the UK karting scene

The youngsters taking on historic racing

30 British Grand Prix

Meet the marshals setting up camp at Silverstone on the eve of the year's big race

44 24

Porsche Carrera Cup star speaks out Kris Meeke and Elfyn Evans preview the Dayinsure Wales Rally GB

50 Weekend Warrior

Richard Tarling's 1970 Macon MR8

52 Place Notes

Crystal Palace, London

55 Toolkit

Hi-tech kit for racers

59 National Court

Reports from judicial hearings

66 Club Focus

Dunkeswell Kart Racing Club

contributors MICHAEL THOROGOOD

JACK BENYON Jack oversees national racing and rallying for Motorsport News and has been intrigued by the recent rise of young drivers competing in historic racing series. We asked him to investigate further.

Michael travelled to Silverstone for the Grand Prix but rather than meeting star drivers his brief was to report on the army of volunteer marshals. He found them on the Thursday around a BBQ on a campsite....

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Editor’s letter It is a small and pleasing irony that historic racing, which by definition is not open to cars under a certain age, should be attracting younger drivers. As we report in our cover feature, drivers under 30 are discovering the delights of not just historic circuit racing but historic rallying as well. This can only be a good thing. Although there have been murmurings by some of the old guard that the influx has added a more competitive streak, new blood will keep the sport alive and buzzing for many years to come. As I write this, I am also in the throes of pulling together coverage for the upcoming Dayinsure Wales Rally GB. The British round of the Wold Rally Championship returns to the special stages in the forests of Wales from October 26-29 and, if this year’s event is anything like as successful as its 2016 counterpart, we are all in for mud-stained treat as Kris Meeke and Elfyn Evans explain on page 44. But before we get to autumn, it is worth reflecting on the golden summer of motor sport that has just passed. In particular that day in July when Lewis Hamilton won his record-equalling fifth British Grand Prix. And spare a thought for the marshals who made the race possible – we met them at their makeshift circuit campsite (see page 30).

twitter feed What people are saying about the MSA on Twitter Mercedes-AMG F1 @MercedesAMGF1 Jul 21. Spot the special guest at Brackley today... Big thanks to @MSAUK for bringing this golden beauty in to see us!

BMMC @BMMC_UK Jul 14. Big thank you to the new incoming @MSAUK chairman #DavidRichards for calling at the marshals recruitment tent #ThanksMarshal #orangearmy Andrew Coley @Andrew_Coley Jul 7. Another day filming in the bag with @MSAUK & @Gridstars at Silverstone, new ARDS video incoming! I don’t often need a box…I’m 6ft2!!

Nathalie McGloin @nathaliemcgloin Jul 21. I have a new column in the monthly e-publication #MSAExtra! Check out #SpinalColumn for my experiences in the world of racing

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

Joe Dunn, Editor

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 Andy Coates, News Editor Tim Swietochowski, Sub-Editor Gillian Rodgers. 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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JAKOB EBREY

Action Replay

Where: Silverstone What: Silverstone Classic When: 29 July, 2017 This year’s Silverstone Classic included a Celebrity Challenge Trophy with famous faces from music, sport, showbiz and the media. Supported by the MSA, it helped to introduce the Classic and indeed the sport to new audiences. Competitors included Jason Kenny, Mark Hunter, Greg Searle, Jonny Searle, Amy Williams, Carl Froch, Wayne Gardner, Freddie Spencer, Theo Paphitis, Ant Anstead, Vassos Alexander, Peter James, Brian Johnson and Howard Donald.

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JAKOB EBREY

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23/02/2017 11:52


News The latest briefing from your governing body

RALLY GB OPEN TO ALL-COMERS National cars can now compete in WRC round A new FIA rule will allow cars with a national MSA registration – including iconic Mitsubishi Lancer Evos and Ford Escorts – to enter the full Dayinsure Wales Rally GB on October 26-29. This will give drivers of such machinery the chance to compete on 190 competitive stage miles over 21 stages across North and Mid-Wales of Britain’s round of the FIA World Rally Championship. The National Rally will remain an important part of the overall event, with a compact itinerary featuring eight of the world’s most challenging forest roads, totalling more than 60 miles.

The

Big number

“Whether competitors opt for the full WRC package or the new-look National, we just want them to have a great time and enjoy themselves,” said Ben Taylor, managing director of International Motor Sports, the MSA’s commerical arm. “Wales Rally GB is about showcasing the very best of British rallying to the fans and to the world.” There are 90 entries available for the international rally, with a closing date of September 26. The national event has 70 slots up for grabs on a first-come-first-served basis until October 3. To enter, visit www.walesrallygb.com.

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The number of MSAregistered marshals by September

SCOTTISH INQUIRY NEARS CONCLUSION The Fatal Accident Inquiry (FAI) into four fatalities on two stage rallies in Scotland is now drawing to a close, having commenced in Edinburgh on July 18. The FAI is considering the tragic deaths of Joy Robson on the 2013 Snowman Rally and Elizabeth Allan, Iain Provan and Len Stern on the 2014 Jim Clark Rally. The MSA has been in attendance throughout the proceedings, including giving evidence as a witness. The MSA looks forward to considering any recommendations that the Sheriff may make in concluding the inquiry. In the meantime, the governing body reiterates its sincere condolences to the family and friends of the four victims.

9 01/09/2017 13:28


News

RALLIPHOTOSWALES

Asphalt championship to return two years after Damian Cole won the 2016 title in his Fiesta WRC

ASPHALT SERIES REVITALISED FOR 2018 COMEBACK The MSA Asphalt Rally Championship will return in 2018 after a year’s sabbatical with new a title sponsor, an exciting TV package and a challenging calendar of events. The sealed-surface championship has been revitalised in a bid to rekindle its glory days. It will be open

to a wide variety of cars and classes, offering a stepping-stone for young drivers and a highly-competitive arena for more experienced competitors. Championship sponsor Protyre will also provide the on-event tyre service, supplying all brands of rally tyres at competitive rates to all registered

contenders. Protyre will offer a tyre prize fund and work to help develop the championship on a sporting and commercial basis. Television highlights of each round will be complemented by state-of-the-art live streaming. Jane Evans, championship coordinator, said: “There is a huge amount of enthusiasm and energy behind the 2018 series, and it was important for us to announce that the MSA Asphalt Rally Championship will return next year as early as possible, to give competitors the maximum amount of time to plan their assaults.” All sporting aspects are being finalised and will be unveiled at the series launch in September. For more information, follow @msaasphaltrallying on Facebook.

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EUROPEAN CHAMPION GUNS FOR WORLD TITLE

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Newly-crowned CIK-FIA OK-Junior European Champion Johnny Edgar will be aiming high when PF International hosts the World Championships on September 24. Edgar, 13, won in Italy and Finland en route to the title, narrowly beating fellow Brit Harry Thompson (13). They will be in action next at the world

finals, which will include the MSA British senior and junior champions, who have won ‘golden ticket’ entries to the event along with six other championship competitors across the OK and OKJ classes. For further details about the PFI world championships, visit www.tvkc.co.uk.

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News

Volunteers who help make motor sport events happen will be recognised by the MSA

ENTRIES OPEN FOR CLUB AND VOLUNTEER AWARDS Entries are open for the 2017 JLT MSA Club and Volunteer of the Year awards, which aim to build on last year’s record of over 100 nominations. The volunteer awards recognise excellence and commitment across several categories, from Steward and Clerk of the Course to Technical Official, Marshal and beyond. A winner will be declared in each category and the best overall entry will be named

Volunteer of the Year. MSA-recognised Regional Associations, Clubs and Groups can submit nominations. The club awards focus on the wide range of grassroots motor sport activities that provide opportunities for members to compete, volunteer and socialise throughout the year. Clubs can nominate themselves and are encouraged to do so no matter how big or small their contribution to the sport.

Suze Endean, MSA Development Manager, said: “We want to see as many clubs and volunteers nominated as possible, because we know they’re doing great work but we don’t always get to hear about it. Last year’s record entry was overwhelming but we want to build on that in 2017 and celebrate even more UK motorsport success.” The winners in all categories will receive a cash award and a trophy at the MSA Night of Champions at the Royal Automobile Club in January. Nomination forms and guidance documents can be found at www.msauk.org/awards. Entries close on October 31.

in brief YOUNG JOURNALIST AND PHOTOGRAPHER AWARDS

MARSHALS ENCOURAGED TO RENEW REGISTRATIONS

CHAMPIONS HELP CELEBRATE HILLCLIMB ANNIVERSARY

The 2017 Renault MSA Young Journalist and Photographer of the Year awards are open to entries from promising young members of the motor sport media aged 30 and under. An expert panel will consider the applications and each winner will receive a trophy and a cheque for £1000 at the MSA’s Night of Champions ceremony. Candidates must have been aged 30 or under on 1 January 2017 and have published work involving domestic UK motor sport. Application forms are available from www.msauk.org/awards.

All MSA-registered marshals should have received their 2018 renewal forms and are encouraged to return them before November, when the busy period for competition licence applications begins. Those staying at the same grade as before can renew online at members.msauk.org. All registered marshals will receive an MSA Marshal sticker with their 2018 registration card and will be eligible for the MSA’s monthly marshals prize draw. Meanwhile MSA-licensed officials are reminded to return their renewal forms, which were posted in July.

Every surviving MSA British Hill Climb Champion since 1977 gathered at Shelsley Walsh in August to celebrate the 70th anniversary of the series. A total of 15 champions (pictured left) were on hand for the celebrations, which featured a parade on the famous hill. They included 1977 champ Alistair DouglasOsborn and reigning title holder Scott Moran, who has the most run-off wins in history with 156 at the time of writing. The championship is the longest running series in UK motor sport, having begun in 1947 as the sport restarted after WWII.

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News

First draft of SMS Academy hopefuls around Michael MacPherson’s FF1600 Ray

SMS LAUNCHES TALENT INITIATIVE The umbrella group representing all forms of motor sport in Scotland has launched a talent development programme to help the country’s next generation of competitors. The new Scottish Motor Sports (SMS) Academy was unveiled at

the Ignition Festival of Motoring in Glasgow in August. Channel 4 Formula 1 presenter Lee McKenzie and 2001 World Rally Champion co-driver Robert Reid were on hand to reveal the inaugural group of 19 drivers and riders aged 14 to 20.

Chosen by a panel featuring Allan McNish, they include the likes of former MSA British Cadet Kart Champion Dexter Pattison and junior rally driver Jude MacDonald. Stuart Harris, chief executive of sportscotland, said: “The drivers and riders will receive not only top quality coaching, but will also learn the other attributes and skills they will need to develop to succeed in their sport. I hope they will make the most of this terrific opportunity.”

NEW TERM FOR AASE ATHLETES The new academic term on the MSA Academy’s AASE programme is under way at Loughborough College, where the latest crop of young drivers aged 16 to 18 are beginning the three-year course. Running since 2009, the programme concentrates on the human performance elements that combine to create highly skilled and successful drivers. It offers a range of qualifications, including a

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Level 3 Certificate in Achieving and Understanding Excellence in Sports Performance. Greg Symes, MSA Academy manager, said: “This year we had a record number of applications, which is testament to the reputation of our unique programme. Whittling the hopefuls down was tough but it was a great problem to have and we are pleased to be supporting such a strong group of athletes.”

www.msauk.org / Spring 2017

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07/06/2017 13:31


Opinion

View from the MSA

The MSA Safeguarding Officer on child welfare

I

am often asked about my job and what the difference is between safeguarding and child protection. Safeguarding refers to all the proactive policies and procedures in place to protect children, adults and vulnerable groups who are involved with motor sport clubs and activities. Children have the right to participate in any sport in a safe and enjoyable environment. Unfortunately, we know that this is not always the case and no sport is immune to the issue. Child protection is part of the wider safeguarding process and is something the MSA takes very seriously. It focuses on protecting individual children identified as suffering or likely to suffer significant harm. This includes child protection procedures that detail how to respond to concerns about a child. Following the successful launch of our Race & Respect campaign, the MSA published earlier this year a new child safeguarding policy along with a club template policy, which all MSA-registered clubs must adopt. There is also now a requirement for all clubs to designate at least one MSA Club Safeguarding Officer (CSO). Our wish is to develop an even stronger, inclusive, supportive sport for all, including the most vulnerable in society. We have begun to roll out motor sport-specific safeguarding training to kart clubs. Mandatory training for CSOs will begin during the second half of 2017, with the role being more closely monitored and supported. Our training workshops will raise awareness of the telltale signs of abuse and provide the tools and confidence needed to deal with any issues sensitively, appropriately and effectively should the need arise. Feedback from the sessions is important to help us identify safeguarding weaknesses in the system and is crucial to shaping the future planning and developing of policies, procedures, guidance and education. The MSA has a case management system in place to deal

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KARTPIX.NET

Jennifer Carty with allegations. As well as ensuring that our designated CSOs are clear on identifying and reporting concerns, we have a much wider task of making sure everyone in the sport feels they are able to report a concern, no matter how big or small, to their CSO or the MSA. Often concerns within the sport are dealt with in isolation rather than reported properly, especially when it comes to low-level issues. The problem is that this means no one person is aware of all concerns and so nobody is able to ‘join the dots’ and identify a pattern of concerning behaviour. Unfortunately, some of these low-level concerns have the potential to become serious cases, so encouraging a culture where all concerns are reported to the club CSO or the MSA is vital in achieving this. One of our main objectives going forward is to develop relationships with championships, teams, parents, clubs and others working closely with children. We are also aiming to provide easy-to-use toolkits and checklists. Topics to be covered include (but are not limited to): best practice; cyber guidance; photographic images; abuse and poor practice; how to deal with concerns; safe recruitment; vulnerable adults; advice for children; transport to and from events; and guidance for away trips and overnight stays will be covered. The football abuse scandal that emerged last year has prompted the sports industry as a whole to reflect on its approach to safeguarding children and vulnerable adults. Therefore it is an appropriate time to remind everyone involved in motor sport that they have a duty of care to help create a safe environment for young people, whether MSA-licensed or not, on or off an event with a permit, competing, volunteering or spectating. By working together, everyone in motorsport should be able to enjoy a safe sporting environment. One where boys and girls can not only achieve success but also have fun in the process. n

17 01/09/2017 13:34


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29/08/2017 18:30


Opinion

View from the volunteer

Scrutineer for historic cars

I

was recruited as a scrutineer in 1989 by one of the RAC’s Senior Technical Commissioners who was eligibility scrutineer for the championship I was competing in at the time. He reckoned that because I prepared my own car on a limited budget and was reasonably successful, I would make an effective scrutineer on the poacher-turned-gamekeeper principle. As time went on, I became increasingly involved in historic motorsport. I’m the nominated eligibility scrutineer for several significant historic series, including for the FIA Masters Historic Formula 1 Championship, as well as officiating at several rounds of the FIA Historic Rally Championship every year. You may wonder why we need dedicated historic scrutineers, after all historics are just old competition cars given a second life. But the point of historic motorsport is to recreate what happened in a particular period, with cars competing in period specification. Machinery with continuous competition history will have changed over the years as they’ve gone from top-line cars to club cars. Unless eligibility is effectively policed, preparers might try to use all their years of experience, as well as modern parts and techniques, to create cars that bear only a passing resemblance to their original self. No historic scrutineer can possibly know the full and correct specification of all historic cars. We tend to

JAKOB EBREY

John Hopwood 1973 Competed in first motorsport event 1989/90 Stops competing regularly and become a scrutineer 2015 Becomes permanent eligibility scrutineer for Masters Historic F1 series and FIA Masters Historic Sports Car Championship

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

“Dampers are now being built using the latest technology, but housed in bodies that look almost identical to those used in the ’60s” www.msauk.org / Autumn 2017

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specialise in particular periods and categories, so rely heavily on identification papers, be it the MSA Historic Rally Vehicle Identity Form, the FIA Historic Technical Passport or club form. These documents give the basic specification of the car. When used in conjunction with series regulations and homologation forms, a scrutineer with limited knowledge of a particular model can visually check the basics. The historic eligibility scrutineer, however, will want to look deeper into the car’s specification. Dampers are a case in point. The basic telescopic damper has evolved over the past 70 years. What would have been common usage on a car of the 1980s wouldn’t have existed in the 1960s, and therefore is not permitted. Dampers are now being built using the latest technology, but housed in bodies that look almost identical to those used in the ’60s. They are very expensive, extremely effective – and totally illegal. To be effective as possible, a historic eligibility scrutineer will undertake research via current and period motorsport publications. You can learn how cars developed, as well as which components and techniques were in common usage in any specific period. This means you may not know exactly what a particular car should have, but you will be able to look at it and be fairly certain if it is or isn’t right. Any scrutineer with an interest in eligibility and historic cars should consider taking part in the MSA’s Historic Eligibility training programme and adding Historic Eligibility to his or her licence. Over the past few years historic racing has been the fastest growing discipline within motorsport, and every historic event needs a specialist eligibility scrutineer. And it offers the chance to get close up to some of the greatest competition cars of the past. n

19 01/09/2017 13:35


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Opinion

View from the competitor

Ben Barnicoat LAT

The MSA Academy driver on the importance of karting

W

hen I started off racing in Cadets, an entry level category of karting for those aged 8-13, it was very much a ‘lad and dad’ kind of racing. My dad was my mechanic and he did all of my setup; it was a great bonding exercise and we’re still really close. Now I’m 20, racing for McLaren and aiming to become a professional sports car driver – but I’m also back racing karts part-time again. I’ve been racing in the MSA Kartmasters event since I was nine years old and I’ve won it six times. It’s an annual race and one of the most prestigious in British karting. For me, karting is by far the best foundation for becoming a circuit driver. It helps keep you sharp, improves your physical ability and allows you to go racing almost every weekend. You just can’t do that in cars! Some say that simulators are the way forward and are replacing karting, but I’m really not so sure. For me real racing is just not replicable on a simulator – the sensation of going fast, the g-forces, or spinning off towards the

2006 First competed in Kartmasters aged nine 2009 Won the Kartmasters GP 2012 Won the CIK-FIA KF2 European Championship 2013 Single-seater debut in Protyre Formula Renault Autumn Cup 2014 Formula Renault 2.0 NEC champion 2015 Kartmasters GP winner in two classes; joins the MSA Academy on Team UK 2016 European F3 2017 McLaren GT Academy Driver with Strakka Racing in the Blancpain GT Series

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

“To win in karting you need a strategy; you can’t just drive away like you can in cars, you’ve got to work hard. Plus, karting is fun” www.msauk.org / Autumn 2017

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barriers. Karting is hard and close; it’s relentless, and you just can’t simulate racing in close proximity on a computer, which is why I see the need to keep racing karts. In karting you have to adapt to new circuits all the time, you have to learn how to feel the grip through your bum and lower back and you’ve got to be intelligent. To win in karting you need a strategy; you can’t just drive away like you can in cars, you’ve got to work hard. Plus, karting is fun – that’s what it’s all about. But the most important thing about karting is that it’s a chance to prove yourself. For me it was a chance to show what I could do to Racing Steps Foundation, who gave me the chance to race in European karting and then in cars. They made my career; without them, I’d never have gone car racing. Now I’m aiming to become a professional sports car driver and karting allows me to just jump in and race. I think British karting is in good health. Kartmasters had around 250 entries this year and quite a few ‘lad and dad’ type teams made the final. I think that shows the class of British karting and how well it’s doing at the moment. In many ways though, I think the IAME X30 class has saved British karting. It’s got a level playing field and you can buy an affordable, reliable engine that’s only two or three tenths off the best, so it provides much more opportunity for drivers with smaller budgets to get involved. I feel that I was in karting at a good time. It was a little easier to get started and I grew up around some great drivers. But even now, there is nothing like karting to prepare you for a career of racing. I see it as the very best foundational level and an essential step on the motor sport ladder. Not even a great simulator can top it! n

21 01/09/2017 13:37


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Seeking the

future in the past

Historic racing has never been more popular and now it is providing an unlikely place for British youngsters to learn and develop their racecraft. By Jack Benyon

Mitchell (centre) is one of a new wave of teenagers making their mark in Historic Formula Ford along with Tilley (left) and Thurston (right)

24 24_Young Historics.indd/gw2.indd 1

01/09/2017 13:49


Top of the

Bill

T

oday, more than ever, it is difficult to know where to learn your trade as an up-and-coming racing driver. Karting is expensive, and while club or national series in the UK provide the conventional route into international racing, it comes at a premium. Plus, the UK scene offers up a minefield of different championships to the aspiring youngster. Perhaps that’s why a growing number of young drivers are taking a more unusual option — historic racing. Search around, and you will see a brat pack of under-23s blazing a trail in various series in the UK. And you don’t need to look any further than the Historic Sports Car Club’s Formula Ford series for cars built

Historic racing’s young guns

before 1972 to find some of the best racing in the UK. The Merlyns that run at the front of the HSCC’s Historic Formula Ford Championship can be picked up for about £30,000, and the Kent-engined FF1600s are relatively inexpensive to run. Merlyns are proving dominant, but other marques regularly run in the top 10. The regulations are strict, meaning things are kept relatively equal. Historic Formula Ford is a well-policed haven where a young driver can prove his or her worth. Front-runners in the series in recent years have included 1999 Formula Palmer Audi champion Richard Tarling and 2007 British Formula Ford title winner Callum MacLeod. But that doesn’t mean they have dominated. Tarling has understandably been successful in the championship given his track record, but he isn’t a shoo-in for victory — he still needs to compete hard in every race. Historic Formula Ford offers youngsters the chance to try to beat him and the other proven ‘veterans’. ❱❱

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01/09/2017 13:49


Top of the

Bill Historic racing’s young guns

One of the youngest drivers in the series, 17-year-old Ben Tilley is certainly motivated by the likes of Tarling. He’s not the only 17-year-old, with the likes of Ed Thurston also making an impression this year, and they’re both chasing the proven front-runners. “To be up at the front racing Callum Grant [champion in 2015 and ’16], Sam and Ben Mitchell, feels nice — the series is full of champions,” says Tilley, who races a Merlyn Mk20. “For the money we are spending, to be up there and competing with these guys is brilliant. Richard Tarling is a Formula Palmer Audi champion!” Tilley has also been racing a Lotus 22 Formula Junior, which his father has looked after for a number of years. He’s hoping that impressing in Historic Formula Ford will gain him recognition. “I’m hoping that doing well in it will put my name out there and get me noticed,” he says. “I got the offer to race a Formula Junior last year and I’ve been racing both cars this year. It’s just about taking the opportunities.” Sam Mitchell is another campaigner regularly challenging for wins. “When I first started everyone really welcomed me and helped us out,” says the 21-year-old, who, like Tilley, pedals a Merlyn Mk20. “The more young people that get involved the better. We show each other a lot of respect on the track — a lot of us couldn’t afford to put the cars back together if we crashed. “The standard this year is the best it has ever been: if Callum MacLeod came back I don’t think he’d run away with

Tilley (left & below) and Mitchell are both showing a bit of magic aboard their Merlyns

it. The quality is definitely there.” Thurston agrees with Mitchell, adding that the general friendliness doesn’t mean people don’t want to win. “I was very surprised how competitive it is, but also how friendly it is, I felt welcome straight away,” he says. “When we broke a driveshaft at Brands Hatch, people were saying, ‘if you aren’t going to fix it, we’ll fix it for you’. But you get on track and they don’t give you an inch.”

“I’m hoping that doing well will put my name out there”

26 24_Young Historics.indd/gw2.indd 3

www.msauk.org / Autumn 2017

01/09/2017 13:52


Thurston (below & right) has enjoyed FF1600 success in an Elden. De La Roche (bottom) in 500cc action

So whether you’re an aspiring driver with aims of breaking into professional motorsport, or a driver competing for sheer enjoyment and running with a family-operated trailer set-up, historic racing is growing into a discipline for everyone. The more immersed a driver becomes in the historic racing scene, the more opportunities come up. It is common for owners to ask younger drivers to race their cars with the hope of gaining the kind of results that get their machinery invited to prestigious events, such as the Goodwood Revival. One young historic racer to have competed at Goodwood is Peter de la Roche, a 19-year-old who is racing machinery far older than the FF1600s of his teenage contemporaries in the HSCC ranks. He is making his name at the wheel of Cooper Mk5 500cc Formula 3 car and BMC Mk2 Formula Junior. It was in the former that he triumphed in the Earl of March Trophy at Goodwood and then received his laurels from Sir Stirling Moss. “We bought the Junior and it just seems to be going up from there,” says De la Roche. “The Junior BMC shouldn’t be where it is really, because it’s quite underpowered. It’s nice to put it somewhere it shouldn’t be! “Hopefully what I’m doing now is getting my name around. A few people have asked me to drive their cars which is nice and hopefully that will continue.” Despite the friendliness of most in historics, there is ❱❱

www.msauk.org / Autumn 2017

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27 01/09/2017 13:52


“My career so far, if anything, has given me the ability to adapt”

the odd whisper of more mature racers asking why these young whippersnappers are coming in and beating them, suggesting they should be competing elsewhere. But there’s always going to be needle between competitors. It’s just part of the game. De La Roche reckons getting on with driving is the best way to deal with it. “Obviously you get the ‘he’s young and up and coming, that’s why he’s winning’,” he says. “But that’s how it goes. You just ignore it and carry on. It’s part of the sport.” Historic racing does offer another major advantage for young competitors. The current accepted path on the road to a career in international motorsport is to jump from karting to a slicks-and-wings formula, and go on from there. But with wings comes downforce, and those youngsters perhaps miss out on learning about mechanical grip. Historic racing presents an opportunity to understand how a car operates without downforce, something that can be beneficial in situations such as racing in the wet. James Clarke, 17, went down the karting route, but his dreams have always been focussed on the Le Mans 24 Hours, with a career in GT racing being his aim. He

28 24_Young Historics.indd/gw2.indd 5

Mitchell has raced this Merlyn for several years and won the Historic FF title in 2013

reckons his historic career path has given him a much better understanding of basic car control than had he jumped to Formula 4 or another slicks-and-wings category. He has competed in the Classic Clubmans series, as well as in Historic Touring Cars, on the HSCC bill. “I’ve learned a huge amount,” says Clarke, who competes in a Mallock Mk20B. “All the drivers are so experienced and they’re full of knowledge. I also race a Lotus Cortina in the HSCC. They have helped my development because they are so different. The Clubmans has helped me in terms of learning about set-up and downforce, whereas the Cortina is all about car control and the nuances of mechanical grip. “My career so far, if anything, has given me the ability to adapt. I’ve gone from a front-wheel-drive Citroen Saxo [in the Junior Saloon Car Championship], to a Clubmans car and a Lotus Cortina. That’s been a massive boost in helping me move forward.” Clarke, who currently leads the HSCC’S Clubmans series, is another driver who was apprehensive about entering historics, but his fears were soon put to rest. “There was a feeling of being the youngest driver in the

www.msauk.org / Autumn 2017

01/09/2017 13:53


Top of the

Bill Historic racing’s young guns

Also starring...

Clarke graduated to a Lotus Cortina from a Citroën Saxo and has Le Mans as his target

paddock and I felt out of place for the first round or two,” he says. “But the Clubmans paddock is renowned for being incredibly welcoming.” So (sorry to muddy the waters even further) if it wasn’t hard enough to choose where to compete after karting as a young driver, you can now add historics into the pot. As 22-year-old Callum Grant, the reigning Historic HSCC FF1600 champion, puts it: “There’s one or two people who always turn around and say ‘it’s not fair because he’s younger’, but they didn’t really kick up a fuss. You just have to let your driving do the talking.” n

www.msauk.org / Autumn 2017

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While youngsters are making their mark in historic racing, this is not the only branch of historic motor sport where the next generation of competitors is making an impression. Historic special stage rallying might be all about cars that are more than 30-years-old, but a gaggle of quick young drivers under 30 are now competing in cars from the 1970s and 1980s. One of the great things about historic motor sport is the chance for young drivers to compete alongside parents – and this family dynamic is an important part of the appeal. Most notable of the younger generation is Jason Pritchard, who followed his father Eian into the sport. Even by his early 20s, Jason had progressed a long way in rallying, but the next step on the international ladder would have been just too great. Instead, he traded modern four-wheel-drive cars for a Ford Escort Mk2 and has set the pace in the Mintex MSA British Historic Rally Championship in recent times. At the age of 25, the Builth Wells driver already has two MSA titles under his belt. Importantly, he loves the buzz of driving an Escort Mk2 on the stages against some strong opposition. Not far behind Pritchard is young Ben Friend, a Suffolk-based driver who has just celebrated his 23rd birthday. After starting in the junior rallying arena, Ben has developed in historics and is now regularly the fastest driver in a 2-litre Pinto-powered Ford Escort Mk2. In fact, such is his pace that Ben often finishes ahead of some of the more powerful BDG-engined cars. Despite limited funds and a relative lack of experience, Yorkshire’s Adam Milner (now 27) has created a sensation over the last three seasons with his speed in a modest 1600cc Ford Escort Mk1. Beyond racing and rallying, the youth club continues. Even with the Vintage Sports-Car Club, the bastion of competition for cars that are usually 80 years old or more, many young drivers are enjoying their sport. The Club actively encourages the youngsters and many are second- or even third-generation competitors. These include James Crabb and James Topliss, who share ERA driving duties with their fathers.

29 01/09/2017 13:53


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www.msauk.org / Autumn 2017

01/09/2017 14:04


Marshals at Silverstone

Base Camp Each year before the British Grand Prix, the fields near Silverstone are taken over by an army of orange. It is a place where music plays, flags fly and a myriad stories are shared. We made the trip to Northamptonshire to hear some of the best tales. By Michael Thorogood

www.msauk.org / Autumn 2017

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ALL IMAGES: JAKOB EBREY

“T

his is an absolute des res,” says a smiling Simon Bentley, presenting his tent. “It’s south-facing with panoramic views, friendly neighbours and good motorway access.” The 50-year-old Yorkshireman is an estate agent by day, but marshalling is his weekend escape. Standing in classic camping attire in the marshals’ campsite, Bentley has just finished kitting out his tent for the weekend and is about to dart off for a shower, but that will have to wait. First he has some stories to share. “It all began when my Dad used to take me to rallies up in Yorkshire,” he begins. “Then I got a chance to do circuit marshalling and I just got the bug.” This year was Bentley’s 15th consecutive year of marshalling at the British Grand Prix, where he again took on the demanding role of incident officer. It’s a position that puts him on the front line of the race action, never more so than in 2013 when Bentley’s team was on post at the end of the Hangar Straight during the infamous tyre failures. “I was on the radio saying, ‘guys, these tyres are exploding all over the place!’ ” he recalls. “My guys were on track and the lap is so fast that you’ve not got long to pick up debris. Kimi Räikkönen had debris fly right over his head and he was getting covered in molten rubber — the situation was getting really dodgy. You’ve got a minute to clear the track, a minute and a half at most, and that includes getting out on circuit and back. Carbon fibre is the worst to thing to clear up; it just goes everywhere.” ❱❱

31 01/09/2017 14:15


Marshals at Silverstone

One year later Bentley, and his team sprang into action again when Räikkönen crashed heavily on the Wellington Straight during the opening lap of the race. He was one of the first on scene. “It was clearly a really nasty crash,” he says. “The medical light [which is triggered by a set g-force load] had gone off big time because he’d taken out a large section of Armco just before the bridge. How Felipe Massa avoided him was just incredible. When Kimi got out of the car, he was clearly very shaken.” The incident was an opportunity for Bentley to help one of his racing heroes, and with two red flags fluttering above his tent, there’s no mistaking his allegiance. “People ask me why I don’t follow the British drivers. Well, I’ve seen the red car since I was this big,” he says, putting his hand by his hip, “and I just love the passion of Ferrari. That said, when Lewis Hamilton goes around on his last lap and 140,000 fans are on their feet, the hairs on the back of your neck do stand up.” Bentley’s passion for the sport is unrelenting. “Now my family is grown up I can do about 15 to 20 events a year,” he explains, “but that’s pushing it when you’re working full time. I just love it: it’s the tents, the flags, the lights and being among all of these guys.” It’s Wednesday evening, the day before a four-day Grand Prix weekend kicks into life, and the marshal’s campsite is beginning to show its colours. Barbeques smoke, beer cans click open and a soundtrack of chatter, laughter and muffled music sinks the camp into a chilled ambience. ❱❱

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Marshals’ campsite at Silverstone is a friendly place. Bentley (far right) is a veteran with 25 years behind him

www.msauk.org www.msauk.org / Autumn / Autumn 2017 2017

01/09/2017 14:15


“Carbon fibre is the worst thing to clear up – it just goes everywhere”

33 30_Marshals.indd/gw GC.indd 33

01/09/2017 14:16


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07/02/2017 15:48:48


Marshals at Silverstone

A few dozen homes-for-the-week are already in place, fenced by colour-striped windbreaks and topped with flags and mascots that flutter against an electric sunset in the evening breeze. This is the calm before the storm according to former Air Corps pilot Mike Kelly who has just returned from an overseas posting at the Nürburgring 24 Hours. The Poole resident joined a large contingent of British marshals in Germany, but for Kelly it is at the British GP where the pressure on the men and women in orange is highest. “It’s like a one-day meeting stretched into four days,” Kelly says. “Where else in the world are you going to pay £100 to see just four races in a day? But that doesn’t make it a relaxed weekend for us. There’s a lot more pressure because the world’s media is watching you. Anything that you do that’s perceived to be wrong will be under the scrutiny of millions of armchair marshals out there, saying why is that marshal doing that, or why hasn’t he done that? They can’t see what’s left or right of you, or what’s coming through to you on the radio controls.” With 20 British GPs to his name, many would describe Kelly as a marshalling veteran, but he’s not so sure. “There are people here who have done well over 30 Grands Prix,

Kelly (above) has 20 British GPs to his name. Aspin and Williams (left) are also stalwarts

“As soon as I set foot in camp, someone said, ‘Hi!’ and thrust me a beer” www.msauk.org / Autumn 2017

30_Marshals.indd/gw GC.indd 35

so I think I’m still a new boy!” Several memories stand out from over the years. “At my second Grand Prix I put a fire out on Jarno Trulli’s car in Friday practice, and I remember Richard Burns rolling his Porsche down at Club Corner in 2000 during the support race,” he says. “I’ve met quite a few drivers over the years as well, from Michael Schumacher to Mika Häkkinen, and obviously Damon Hill and Nigel Mansell.” When it comes to strange encounters though, it’s tough to beat Jeanette Williams. Silverstone this year was her 16th Grand Prix as a marshal and she has fond memories from posts in Britain, Singapore, Canada and the USA. “Once I saved Massa!” she is quick to reveal. “I was at turn three in Canada in 2013 on a horrible wet qualifying day. He lost it going up the straight and his Ferrari went sideways into the wall. I had to jump over the wall to get to him, wearing a silly hat as I always do, and he was thumping the steering wheel with anger. I said, ‘are you alright, love? Come on out, over the wall, chicken.’ I can’t believe I called Massa ‘chicken’! I went all northern on him.” Jeanette was later recognised by race fans on the Montréal subway after her rescue was broadcast on TV, and she has fond memories of the warm reception that international marshals received when volunteering in North America. “Once we got back to the campsite in America and I didn’t know anybody,” she says, “but as soon as I set foot in camp, somebody said, ‘Hi!’ and thrust me a beer. I thought, what?! Somebody’s giving me booze and I don’t even know them? It was just so lovely. Then when we got on the bus, somebody would run up and high-five everybody. It’s really, really nice.” For marshals like Jeanette, it’s more than just the ❱❱

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Dan Marshals Cammish at Silverstone

racing that brings her back each year. “I’m a lawyer for my day job, but when we’re here everybody has a common interest. It’s the same wherever you go. It’s so much more than just the racing, it’s the camaraderie and the friendships that you form.” Standing ‘outside the VIP area’ on the other side of the camp windbreak is friend Paul Aspin. He agrees that there’s something special about marshalling at the British GP. “We like this race for the social aspect more than anything,” he explains. “All the marshals are staying on the campsite together and you get to see all the people who you run into perhaps only once a year. For many the Formula 1 is almost by the by; they come here to see everyone and to have a laugh. It’s like those guys who are putting their tent up over there. Everyone’s taking the mickey out of them, saying ‘it’s wrong, it’s upside down.’ Club meetings are basically the same, but there you do know everyone.” Certainly in agreement are friends Gordon Wood, known as ‘Woody’, and Tony Brimson from near Bristol. Relaxing in deckchairs outside their motorhome with home-brew beer on the table, they both look like seasoned Grand

Wood (left) and Brimson enjoy the social side. Badges are a testament to Brimson’s exploits

“Relaxing with home brew on the table, they look like seasoned veterans” 36 30_Marshals.indd/gw GC.indd 36

Prix veterans. “I’ll tell you,” Woody replies when asked how many Grands Prix he has marshalled at, before disappearing into his motorhome. The pause gives us a chance to marvel at their camp set-up, the best we’ve seen so far. On his return Woody is clutching a bear dressed in orange overalls and adorned with badges as a record of his marshalling career. “These are all the British GPs that I’ve done,” he says, proudly counting his badges. “I’ve done eight, plus I did Abu Dhabi – that makes nine, so this is my 10th Grand Prix.” Woody then points out his badges from the Goodwood Revival and 750 Motor Club and explains how he won the Spirit of Pembrey award this year. Brimson has joined him at the circuits in recent years and, at the age of 71, he has been inspired to aim bigger himself. “I started just three years ago and I thoroughly enjoy it,” Brimson says. “I know it’s late in life for me; I’m 71 now, but it’s great.” Having qualified as a marshal at Brands Hatch earlier this year, Brimson says his only regret is not starting earlier: “We’re going all over at the moment doing Croft, Knockhill, Pembrey. Now I really want to marshal the British GP. That’s my dream. I’ve always said that I’d love to do it, but working two jobs and doing 12-hour shifts meant I never had the time. I just wish I’d been able to do it sooner.” Brimson proves that it’s never too late to catch the marshalling bug, the same one that Simon Bentley caught all those years ago. “Sometimes with marshalling it’s late finishes, early starts and small grids,” Bentley says. “But this is my 25th year of marshalling and I just can’t not come back for more.” n

www.msauk.org / Autumn 2017

01/09/2017 14:16


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04/08/2017 08:30


“ Superman, I’m not

I’m just a man

from Leeds”

Dan Cammish has dominated the UK’s most high-profile single-make GT championship for years, so why does he feel he still has something to prove? By Jack Phillips

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www.msauk.org / Autumn 2017

01/09/2017 14:21


H

e’s dominated both the MSA Formula Ford championship and the Porsche Carrera Cup in recent years, but they were vehicles to get him to where he is now. He calls it being “on the inside” — of Porsche, European racing and the minds of the people that matter. Dan Cammish’s title-winning performances in the UK have since earned him a spot near the front of the impressive Porsche Supercup grid with Lechner Racing, touring the world in support of Formula 1. It was a fillip that got him over the disappointment of missing out on a

www.msauk.org / Autumn 2017

38_Cammish.indd/gw GC.indd 39

Starting 2017 in style. Left, backto-back Carrera Cup GB wins at Brands. Above, en route to a Supercup podium in Barcelona

British Touring Car Championship seat during the winter. A third Carrera Cup of Great Britain title is a possibility, despite his parallel Porsche Supercup campaign meaning he’s had to miss one race weekend and a contentious nonfinish at Knockhill in August costing him precious points. Should he overturn the deficit, it will be his fourth title in five years, but it was the one he didn’t win that actually propelled him into the Porsche system. “British GT in 2014 was how it all started,” the 28-yearold says in the paddock for his home Supercup round at Silverstone. “It was a tough season, but it taught me ❱❱

39 01/09/2017 14:21


Dan Cammish

how to drive a Porsche, and one that wasn’t great. “The one thing that came out of it was the guest entry [for the Carrera Cup] at Brands Hatch at the end of the year. I got pole and won the first race, and would have won the second if it hadn’t rained. That got me the Nationwide sponsorship and the backing of Tim Harvey; they’ve been influential in getting me here. “My career was struggling up to that point. You hear in life and in sport there’s that one day or moment that changes things, that was mine. If I didn’t perform that day, I wouldn’t be here. I’m just the guy who did well in Formula Ford, got lucky and ended up here.” Cammish has won three-quarters of the Porsche Carrera Cup GB races since 2015, and that means he’s the scalp of the paddock with a big target on his back. “That’s hard to get motivated for,” he confesses. “If I win they say well done, but if I lose they say, ‘bloody hell, Dan’s had a bad day’. The reality is I’ve just done a good job, been consistent and had some good results. I’m not Superman, I’m just a man from Leeds. It’s been built up in such a way that if I finish second and third, I’ve had a very bad day.” But because his route to the top has been a hard one, Cammish can still find the will to strap himself in every weekend to hunt down another win. “I’m as hungry for the next as I was for the first,” he says. “When I was coming up I didn’t have money, I wasn’t selected for the schemes, I wasn’t at the forefront of people’s minds even though I could never do enough. That has stuck with me, and makes me hard to beat. “I put pressure on myself. I’ve earned my way to Supercup and should be at ease with that now — I’m at the table, I’m

40 38_Cammish.indd/gw GC.indd 40

Above, a familiar sight: a double victory at Brands for the reigning double champion. Right, reflections on a career to date

in the inside circle, I can stop feeling like I’m trying to break in. But I have this feeling that if I don’t impress, I’m out of a job. That’s because without my sponsor, Nationwide, I couldn’t afford to be here.” There are many coming across to GTs who certainly can: those single-seater juniors who realise F1 is an unreachable dream. Sports car seats are then at a premium. For Cammish, it took the old fashioned route of picking up the phone to secure his Supercup drive when he realised he had missed out on joining the BTCC with BMW. It was the other way around, he thought; BTCC was achievable but the Supercup wasn’t. “This is the highest single-make GT championship in the world,” Cammish says. “It’s on F1 weekends, and I now have a better opportunity than touring cars would ever have given me. People take note of this championship. “I’d tried to step up in 2015 and thought in 2016 it would never be possible. So when touring cars went away I thought I was out of everything, that would be it. I was offered Carrera Cup so I jumped at the chance, but I realised that might be seen as negative. I was down about it, but thankful that I picked the phone up and spoke to Walter [Lechner].” The F1 paddock isn’t the most fruitful place for Cammish and his rivals because it’s focused totally on F1, though it has meant he’s been on the podium at Monaco and Barcelona during what has so far been an impressive debut Supercup season. Ironically, his biggest opportunity this season actually came in the UK championship. The centrepiece round is on the support bill of the Le Mans 24 Hours, when 60 of Porsche’s national series drivers from Britain, France and ❱❱

www.msauk.org / Autumn 2017

01/09/2017 14:31


I’m at the table, I’m in the inside circle, I can stop feeling like I’m trying to break in

41 38_Cammish.indd/gw GC.indd 41

01/09/2017 14:31


Dan Cammish

Benelux competed for overall bragging rights. Points are awarded in the respective national series, too, so being best Brit was just as important as finishing first overall. With the world and the many team managers watching, Cammish won a thriller with a last-lap pass. It put him on the map, he reckons: “It was one of the highlights of my career. The way we did it, it’s had a million views on social media. I had no idea it was the last lap, we were just fighting tooth and nail. “I led most of the race and around most of the lap I was probably fastest, but no matter how good a job I did through the Porsche Curves and in the first sector, I’d get to the straight and they’d be pushing me again. It was like Formula Ford at Zandvoort. In the end the pressure got to me and I made a mistake into the chicane. At the time I was kicking myself, but looking back it makes the video so much better. It was all planned…” A test in the LMP1 simulator at Porsche was an added

“I was kicking myself, but it makes the video better” 42 38_Cammish.indd/gw GC.indd 42

Fresh from victory at Le Mans, Cammish heads for the Supercup top-10 in Austria

reward for the win, which he knows is a special opportunity and another chance to impress. At 28, he knows similar chances are going to be fewer and farther between as more of those young guns come through. “Nick Tandy and Earl Bamber give me massive hope,” he admits. “They both came up from within Porsche, and I think that’s something it does very well. It’s interesting because Tandy got there quite late. Everyone wants to be younger but if you look at Porsche’s professional roster they’re not young. “I only want to go GT racing if a manufacturer comes to get me. You go in as a professional and, win, lose or draw, you’re there to do a job. You can go GT racing and do the best job you can to just finish 20th. Too many jump and get lost in the crowd. Who’s watching then? I’d rather be winning at Supercup level because to distinguish yourself against the guys already in GT racing as well as everyone else here is becoming increasingly difficult.” Difficulty is something Cammish is used to overcoming, though. “There have been times I’ve been sat with my dad with my head in my hands thinking it was all over; we’ve almost given up so many times,” he says. “Now I’m on the inside, people do want to talk to me. “I’m in a good place right now and Supercup is just the start, not the end.” n

www.msauk.org / Autumn 2017

01/09/2017 14:31


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Dayinsure Wales Rally GB

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44 44_Rally.indd/gw GC.indd 44

01/09/2017 14:32


battle

of Britain In Kris Meeke and Elfyn Evans Britain has two World Rally Championship frontrunners for the first time in years — and both are raring to get out on the home stages of Dayinsure Wales Rally GB By David Evans

45 44_Rally.indd/gw GC.indd 45

01/09/2017 14:33


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30/08/2017 12:28


Dayinsure Wales Rally GB

K

ris Meeke’s inner poet is coming out. The Northern Irishman is waxing lyrical about this year’s Dayinsure Wales Rally GB. It’s his home from home, somewhere he’s been made very welcome and somewhere he’s looking forward to coming in October. But it’s not actually his home. The Irish Sea has seen to that. Elfyn Evans on the other hand – well, he couldn’t be more at home. For the first time in 14 years, Britain has two drivers right at the very top of the world rallying tree. This is the season rally fans the length and breadth of the land have been waiting for and Dayinsure Wales Rally GB on October 26-29 will be the crowning glory. The battle of the Brits has been reborn. And it’s set on a stage — and stages — of the highest quality. “There’s just something about Rally GB,” says Meeke, a winner already this season on the Rally Guanajuato Mexico with Citroen Total Abu Dhabi WRT. “It’s the smell of the mud on the exhaust, the autumn leaves and just the look and feel of the forests. It’s special. It’s always been special.” Twenty years ago this November, Meeke visited the event as a spectator for the first time. After piling into the Queen’s University Belfast Motor Club minibus, he arrived in Radnor Forest at three in the morning. “We couldn’t sleep,” he recalls. “The anticipation of the cars coming through was just huge. And they didn’t disappoint. Ever since then, this has been a special one — and coming to compete here every year is special. “Down the years I’ve done a lot of rallying in Wales. I started my first ever event — the Bulldog Rally in 2000 — in Dyfi Forest and I did a whole load of national rallies there. Every time I come, I’m made to feel so welcome. Like I said, it’s a home from home for me.” Welshman Evans has been part of that welcome. And, predictably, he couldn’t agree with his rival more — especially after last season’s absence when Rally GB wasn’t part of his programme. “I’ll tell you what one of the hardest things I’ve ever done in my career is,” says Evans, “and that’s miss last year’s Rally GB. It was terrible.” Evans’ services weren’t required behind wheel of a car during the rally in Wales last time around, but that couldn’t be more different in 2017. “Last year I did the recce,” says Evans. “That probably made the whole thing worse! After that I was doing some weather work for the M-Sport Ford team, but I stayed at home. I didn’t want to go near the service park, really.”

Meeke fell in love with the Rally GB stages as a spectator exactly 20 years ago

“I’m made to feel so welcome. It’s a home from home for me” www.msauk.org / Autumn 2017

44_Rally.indd/gw GC.indd 47

This year Evans will square up to Meeke and the best of the rest in a DMACK-shod Ford Fiesta WRC, a combination which could deliver the first home victory since 2000. Evans came within seven tenths of winning Rally Argentina and then stormed to another second in Finland in the summer. The local hero is ready to take one step up on the podium when it comes to the finish in Llandudno on Sunday, October 29. Lifting that glorious Peall Trophy always takes something special. Especially when the going gets wet. “Even in the dry the roads are tricky,” says Evans. “But in the wet, they’re into a different league. You really need quite a good understanding of what the road looks like in terms of what grip it might offer.” ❱❱

47 01/09/2017 14:34


Dayinsure Wales Rally GB

“Every car that spins its wheels polishes the rocks”

Meeke smiles at the suggestion of an occasional change in the grip level in Wales. “At times it feels like it’s changing from corner to corner,” he says. “Most of the time on gravel rallies, you’d want to be a bit further down the field. Being first on the road means sweeping the loose gravel clean off the top of the surface. Being first on the road in Rally GB is really important — typically, that’s when the best grip is. Assuming there’s been some rain in the run-up to the event, you’ll find a kind of thin crust on the surface of the road. That gives better grip to the first few cars. But once it’s broken the water from underneath starts to rise and the roads rapidly become pretty muddy.” And if it doesn’t muddy up, it polishes. Polishing, just what Evans doesn’t like. “The second run through some of the stages, the top layer goes and you’re down to the bedrock,” he says, “and every car that passes after that spins its wheels across the surface and polishes the rocks — they can be like ice then. You have no idea just how much the grip can change, it’s unbelievable.” And trying to predict that grip change is near impossible at recce speed, so trying to do it at 100mph is even harder. And trying to do it in the dark? Well, surely

48 44_Rally.indd/gw GC.indd 48

Evans (top & right) is back on Rally GB after a year away. He and Meeke (left) are bidding for a first home win since 2000

that’s just unreasonable. “It’s a different feeling when you’re driving at night,” says Evans. “I always feel a bit more fire inside when we’re in the dark. It’s more exacting. Everything has to be right.” And the darkness returns to the event at the end of the second day, when the crews leave the service park shortly before 17:30 on the second afternoon, bound for another run through Aberhirnant and Dyfnant. “There’s definitely something special about competing in the dark,” says Meeke. “You get this real buzz from the atmosphere outside and inside the car. We’ll get that feeling when we leave service on that Saturday afternoon. It’s a real sense of adventure about what’s coming.” That sense is shared by everybody at this time of the season. But especially this year, with the all-new 2017-spec World Rally Cars, including Evans’ Fiesta and Meeke’s Citroen C3 WRC, coming to Rally GB for the first time. “Everywhere we’ve gone this year, these cars have caused some real interest,” says Evans. “They’re noisier, sound better, look better and go better — from that perspective they are a real spectacle. It’s more enjoyable for us to drive them and for everybody on the outside.” Better on the outside and on the inside, Wales is ready for a win-win in October. n

www.msauk.org / Autumn 2017

01/09/2017 14:34


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23/10/2014 08:58

30/08/2017 09:11


Richard Tarling Formula Ford

Former Palmer Audi champion returns to his racing roots, but this time just for fun... By Paul Lawrence

I

50 50_Weekend Warrior.indd 1

TECH SPEC 1970 Macon MR8 Engine: 1600cc Ford Kent Power: 108bhp Top speed: 130mph Gears: Four forward plus reverse

PAUL LAWRENCE

t is nearly 20 years since Richard Tarling was one of Britain’s most promising young singleseater drivers. Now, after a break of 15 years, the Henley-on-Thames resident is back racing for fun in the incredibly competitive Historic Formula Ford 1600 Championship. After a brief dabble with karts as a teenager, he rode junior motocross until hit by injury and then went to the Jim Russell School at Donington Park in about 1994. As soon as he was old enough he did some Formula Ford Kent racing and then pitched into the hugely competitive Formula Vauxhall Junior. “I was second or third in my first car race,” he said. “It was the Justin Wilson era when I was in Vauxhall Junior.” Tarling then graduated to Formula Palmer Audi and won the title in 1999, but lacked the funding to take his career further up the single-seater ladder. Like many of his contemporaries, he quit racing and concentrated on business and then a young family. Eventually, he decided he could afford to return to racing and, now in his mid-30s, started racing purely for fun. “I’d always wanted to race again for fun because towards the end of my career it started not being fun,” he said. “In historics there is much less fighting between drivers. It’s more gentlemanly but still competitive.” Initially, he tackled some modern Formula Ford racing at national level and even had the chance to race the unique South African Assegai 1500cc Formula 1 car from 1962. However, it was the sheer level of competition in Historic Formula Ford that really captured his imagination and with this year’s HSCC championship celebrating the 50th anniversary season for Formula Ford, Tarling joined the leading pack first in a Jamun and then in a Macon MR8. “The plan for 2017 was to go back to what I started doing, racing Kent Formula Fords,” said Tarling, who was on the pace from the very start of the season. “It’s good fun and it is much easier to just jump in and go with the older cars.”

www.msauk.org / Autumn 2017

01/09/2017 14:38


Weekend Warrior

CHASSIS

Steel tube spaceframe chassis, with fibreglass bodywork: no aerodynamic aids are permitted. Typical car weight, with driver, is 500kg.

www.msauk.org / Autumn 2017

50_Weekend Warrior.indd 2

ENGINE

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51 01/09/2017 14:39


Place Notes

F

rom its 1937 inauguration to the outbreak of WWII, and from its revival in 1953 to its 1972 closure to racing, the sound of one suburb was that of brakes, engines and tyres being tortured at Penge Place. Better known as Crystal Palace since the relocation in 1854 of Sir Joseph Paxton’s cast-iron/plateglass structure from Hyde Park, this go-ahead public park on Sydenham Hill had hosted what was probably Britain’s first motorsport event, a time-trial, in 1901. By the late 1920s motorbikes were roaring along the gravel paths that wound around its ornamental gardens and man-made lake – and a purpose-built dirt track was hosting the latest motorised

fad called speedway. The Glaziers (geddit?) had moved to New Cross Stadium – and the Crystal Palace burned to the ground – by the time the two-mile paved circuit opened in April 1937. Tight and twisty, its lap speed was little more than 50mph, but seemed faster courtesy of the action’s proximity and ricocheting noise. The crowds were large and contained many new to the sport – a theme accelerated in October when the Imperial Trophy handicap became the first motorsport shown live on BBC television. Dick Seaman, who demonstrated a Grand Prix Mercedes-Benz W125, likened the track to a continental circuit. Though he was being kind, it was

Crystal Palace A circuit in London? What a capital idea!

CIRCUIT

INFO

SIMON ARRON

Crystal Palace Park, Thicket Road, London, SE19 2GA Opened: 1927

52 52_Place Notes.indd GW.indd 52

Course length: 740 metres

undeniable that the Palace had its charm and its place. Relaunched on a layout simplified and shortened to 1.39 miles, the venue enjoyed an extended golden era. A roll of honour that includes Stirling Moss, Mike Hawthorn, Jack Brabham, Jochen Rindt (a surprising but merited success in 1964 that put the Austrian on the map), Jackie Stewart, Emerson Fittipaldi and Jody Scheckter shows how much the Palace mattered. Those single-seater races, mainly for Formula 2, were high points, but variety was the keynote: bikes – 17 wins from 18 starts for the impeccable John Surtees; sidecars and scooters; karts – one of them driven by a cleanshaven Brummie called Nigel Mansell; and dragsters – the mind boggles. Scenes were even shot for The Italian Job. By the 1970s, however, the pinch was being felt. Those sleepers and retaining walls were separated from the track by a line of white paint for good reason: there was no room for anything else. And Rindt’s cracking of the 100mph barrier felt as if a line had been crossed. The opening in 1964 of the National Sports Centre, hugging the inside of Ramp Bend on the footprint of the old speedway stadium, was a reminder that other competitive pursuits had flourished here, including the FA Cup Final from 1895 to 1914. So when the projected £250,000 bill for safety revisions recommended by Stewart and François Cevert landed on its desk, Greater London Council’s Arts and Recreation Committee decided that athletics and swimming were cheaper, safer and quieter. That was the end – bar the radiocontrolled car track built in 1976 – until the late-1990s when Sevenoaks & District Motor Club organised annual sprints over 740m of the old track. Halted to make way for a Millennium regeneration project, the event was revived in 2010 and has burgeoned and diversified since into a two-day affair that celebrates past, current and future cars and motorsport. The Palace still has its charm and its place. Paul Fearnley n

www.msauk.org / Autumn 2017

01/09/2017 14:41


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Advanced material helps keep drivers stay cool under pressure Walero temperature regulating base layers are fully flameretardant and have been scientifically designed by drivers, for drivers, to regulate body temperature, enhance driver performance and ensure maximum comfort. Using the same Outlast® technology relied on by NASA astronauts and top athletes, our SFI and FIA-approved racewear combines advanced thermo-regulating knowhow with super-soft, antimicrobial-infused material, leaving you free to focus on what matters while Walero focuses on you. It works by incorporating microcapsules into the yarn before the fabric is woven. These capsules contain a ‘phase change material’ (PCM), which absorbs the heat energy above a certain temperature and gives it back to you below a certain temperature. This helps to stabilise your temperature at 37 degrees. As well as contributing to a stable body temperature, it can also reduce sweat production by up to 33% in normal usage (this has been documented by the US Military in trials). The clothing was designed to suit both ends of the temperature spectrum, but Walero is also satisfying both ends of the racing spectrum – being used in 20 minute Ginetta Junior races, for stints of two hours or more at Le Mans and for punishing nine hour days in the Dakar Rally.

www.msauk.org / Autumn 2017

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Toolkit

Are you sitting comfortably? The latest range of competition seats and accessories ensure drivers are in pole position every time they get in their car, whatever their budget

MSA AND EVEN T REGULATI MAY APPL ONS Y, ALWAY S CHECK BE FO PURCHASI RE NG AND USIN G

Seats available from www.racetecheurope.co.uk

RT4009

Superior comfort and support make this the quintessential driver’s seat. It features an adjustable, removable back and base cushions which allow hassle-free customization. The RT9009 is an entry level seat but is still lightweight at just 9.2kg due to its Kevlar/carbon construction. It is suitable for road or competition use and is FIA homologated to 8855-1999 standards. £708.00+VAT

RT9129WHR

Surpassing the stringent demands of the FIA 88622009 Advanced Racing Seat standard, the 129 series is Racetech’s no compromise professional motor sport seat range. Used by the majority of British Touring Car teams in 2016, there is none better when it comes to comfort and safety. This is the lightweight Kevlar/carbon version, one of the lightest seats in the world to achieve 8862-2009 homologation. CAD models are available on request. Side (RTB1009M) and back (RTB1006B) mounting brackets are included in purchase price. * To comply with FIA 8862-2009, the 129 series seats must be back-mounted to the rollcage at shoulder level.

£5130.00+VAT

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01/09/2017 15:11


ADVERTISING FEATURE

RT9119WTHR

Building upon the successful 129 series, this seat offers the same ergonomic form and incredible features, but in a lighter and more affordable package. Used by many professional teams at both national and international level, this seat is made from a precise recipe of carbon and Kevlar weaves to achieve shell weights of as little as 4.4kg (9.7lbs). There are four sizes available; standard, wide, tall and wide-tall to fit most driver shapes. Buyers can customise their seat further with low base cushions or add side cushions for support in the thigh area. The 119 series seats are compliant with FIA 8855-1999 standards*, the body’s safety regulations for racing seats. * To comply with FIA 8855-1999, the 119 series seats must be back-mounted to the rollcage at shoulder level.

£2592.00+VAT

SCHROTH SUPER SPORT XLT FHR (HANS) DEVICE

TAKATA COMFORT HARNESS PADS

s

s

The latest Super Sport FHR devices from Schroth offer exceptional performance at an entry level price. The Super Sport XLT is one of the lightest HANS devices available in this price range and the 20 degree recline makes it suitable for most saloon car racers and rally cars. Sliding tethers are fitted as standard to allow the wearer to rotate the head providing better visibility. FIA and ECE Approved.

Takata Comfort Harness Pads are available for 2” or 3” wide belts. Takata has designed its harness to spread the load and cushion underneath the harness strap to provide extra comfort to the driver or passenger. Very soft and luxurious fabric on the outside, filled with foam for ultimate comfort. Supplied as a pair.

£257.05+VAT

SCHROTH PROFI III-FE ASM HARNESS

Profi III-FE ASM is a lightweight 4 point professional harness that is FIA approved for motor sport use and ECE approved for the road. This is made possible by Schroth’s FE push button release buckle. The device also features anti submarining technology, which reduces the risk of sliding under the harness in a frontal impact. £251.32 +VAT

£74.23+VAT

For information on all accessories & more, please contact: www.demon-tweeks.co.uk Tel: 0844 815 8610 All prices are inclusive of VAT

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01/09/2017 15:12


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National Court

Motor Sports Council National Court SITTING TUESDAY 13TH JUNE 2017 David Munro (Chairman), David Scott, Mike Garton Case No: J2017-14 Stuart Oliver The National Court has considered the appeal of Stuart Oliver against his exclusion from Race No. 12 at Pembrey on 23rd April 2017. Mr Oliver was the driver of vehicle No. 7 and was alleged to have driven in a manner incompatible with general safety and/or departed from the standard of a reasonably competent driver contrary to General Regulation C1.1.5. On the opening lap of the race, following a restart, there was an incident on the approach to Hatchets Hairpin in which Mr Oliver was alleged to have collided with vehicle No. 37. As a consequence the Clerk of the Course found him to be in breach of General Regulation C1.1.5 and excluded him from the race and imposed four penalty points. The court has reviewed the video evidence that is now available and concludes that it cannot be satisfied to the relevant standard that Mr Oliver’s truck was in contact with truck No. 37. Accordingly the appeal is successful and the appeal fees are to be refunded in full. Mr Oliver is to be reinstated in the results and the penalty points are to be removed. There are no orders as to costs. DAVID MUNRO, CHAIRMAN

SITTING TUESDAY 4TH JULY 2017 Guy Spollon (Chairman), Peter Riches, Ronald McCabe Case No: J2017-06 This matter is an Eligibility Appeal and proceeds under GR C 7.2. The Appellant competes with Kart No. 20 in the 2017 Junior x 30 Championship with the S1 package. He competed at the Whilton Mill event on the weekend of 13th/14th May 2017. In the second final, the Appellant was leading during the last lap. There

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had been concern by the officials that the exhaust noise levels had increased dramatically during the later stages of the race, but it was not entirely clear which kart was responsible. On the final corner of the final lap, the Appellant was overtaken by two competitors and finished in third place. After the race, the Appellant’s Kart No. 20 was examined by the Scrutineers who announced that Kart No. 20 did not conform with the Regulations on the basis of a fractured exhaust, relying on General Regulation U 16.15.4, which states that: “intake and exhaust silencing is mandatory”. A Non-compliance Report was duly issued, which specifies the non-compliance as “Exhaust not attached. Broken off at the manifold. Non-effective exhaust system. Picture taken.” The report was challenged by the Appellant’s father who it seems maintained that the exhaust was complete, that no environmental noise check had been undertaken and no black flag had been displayed. Simon Whitehead countersigned the Non-compliance Report, not agreeing with the allegation of noncompliance. In due course Luke and Simon Whitehead were called before the Stewards of the Meeting. Upon arrival, they were presented with a precompleted Decision Sheet that had already been signed by the Stewards. The Appellant’s father indicated that he believed there should be a hearing, but was told that a decision had already been made and Luke Whitehead was excluded. The Stewards’ Decision Notification Form, whilst referring to GR U 16.15.4, merely refers to “Exhaust noneffective”. In the written submission made by the Appellants’ solicitor, Mr JR Champkin, two material points are made, namely that: (a) There was no hearing whatsoever capable of recognition as a judicial hearing for the purposes of GR C3.1.1. which states that: “If the Eligibility Judges of fact

agree that the vehicle or component is ineligible, this will be reported to the Clerk of the Course (or the Championship Stewards …) who, after giving the parties the opportunity to be heard, will exclude the vehicle… unless there are exceptional reasons why this should not be done”. (b) Even if there had been a breach of GR U 16.15.4, then the proper operation of C3.1.1 requires that judicial consideration is given as to whether exceptional reasons apply so that a competitor might not be excluded from the results. The National Court concludes that in the circumstances of this particular case, the Appellant was denied a fair hearing before the Stewards and that, accordingly, this Appeal must be allowed. In the premises: (a) The Appellant’s Appeal fees should be reimbursed. (b) The Appellant should be reinstated in the results. GUY SPOLLON, CHAIRMAN

SITTING TUESDAY 4TH JULY 2017 Guy Spollon (Chairman), Peter Riches, Ronald McCabe Case No: J2017-11 The Cumbria Kart Racing Club staged a National A Race Meeting on the Lakeland Stadium Rowrah short circuit on the weekend of 22nd and 23rd April 2017. The Appellant was competing in the third round of the Super One British Karting Championship. During Race 25, there was an incident involving the Appellant’s Kart and that of another Competitor (“C”). The incident was seen by the Senior Clerk of the Course, Ken Potter, who was positioned between Iredales (Turn 4) and the Chicane (Turn 1). He had a clear view across to Sunny Bend (Turn 7). On the final lap of the race, Mr Potter watched the karts come down the hill, through the right hander at St Johns and into Sunny Bend. According to Mr Potter: (a) C was in front of the Appellant. (b) As C was taking the left hander at Sunny Bend, the Appellant appeared to make a move up the inside of C, making contact on the left hand rear corner of C. (c) C seemed to lose momentum and the Appellant overtook C. The Appellant’s driving in the race was reported by Ken Potter to the

Stewards of the Meeting who, after considering the available evidence: (a) Decided that there had been a breach of C1.1.5, namely “Driving in a manner incompatible with general safety and/or departing from the standard of a reasonably competent driver”. and (b) Excluded the Appellant from the results of the race. The Court has had the advantage of: (a) Hearing the evidence of: (i) The Appellant himself who was represented and supported by his father. (ii) Mr Ken Potter (b) Viewing photographic footage of the incident caught on the onboard camera secured to the Appellant’s kart. The National Court finds that: (a) The Appellant was not driving dangerously and had no intention of deliberately colliding with his fellow competitor. (b) However, in his effort to overtake C on the last lap of the race the Appellant was “over optimistic” and went for a space that did not exist. (c) In the circumstances, the Appeal is rejected and the Appellant is ordered to make a contribution towards the costs of the hearing in the sum of £100.00. (d) Despite the Appeal being refused, the Appellant should nevertheless be classified in the subsequent second final, albeit in last place (MSA Karting Trial of CIK-FIA Judicial Procedures and Championship Regulations). GUY SPOLLON, CHAIRMAN

SITTING TUESDAY 4TH JULY 2017 Guy Spollon (Chairman), Peter Riches, Ronald McCabe Case Nos: J2017-19 Harry Dyson; J2017-18 Matt Luff; J2017-17 Sebastian Priaulx These Appeals proceed as Eligibility Appeals. It is appropriate in this matter that all three Appellants’ cases proceed together because the facts are common to all three cases and identically affect each one of them. Furthermore, all three Appellants have indicated by virtue of the paperwork provided to the Court that the relevant issues are ❱❱

59 01/09/2017 14:48


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National Court

common to all three cases. BACKGROUND Following Rounds 6 and 7 of the Ginetta Junior Championship held at Thruxton on 6th and 7th May 2017, a technical check was carried out at Ginetta’s premises on: (a) Engine no. G40 12 103 from Car No. 72 driven by Matt Luff. (b) Engine no. G40 16 028 from Car No. 29 driven by Harry Dyson. (c) Engine no. G40 14 049 from Car No. 11 driven by Sebastian Priaulx. The official Ginetta technical report dated 16th May 2017 concluded: “that material had been removed from the cylinder heads of all three engines; this was apparent from both the measurements and the surface finish of the cylinder head.” The report does not refer to the engines being sealed and that seals had to be broken before the inspections could take place. The report does not provide any information about the sealing history of the engines nor previous examinations by Ginetta. The report does not refer to the representations made by the Applicants’ representatives to the effect that the engines could not have been tampered with because seals were in place prior to the inspections. On 20th May 2017 the Eligibility Scrutineer at the Oulton Park race circuit issued Non-compliance Reports in respect of all three engines, describing the non-compliance as: “Non-standard cylinder head because material had been removed”, Championship Regulation 5.7.5. On 21st May 2017, following receipt of the reports from the Eligibility Scrutineer, the Clerk of the Course found all three Appellants guilty of contravening Championship Regulation 5.7.5 and, therefore, C3.1.1 and ordered that the drivers: (a) Be excluded from the results of the practice or race championship rounds 6 and 7 (Thruxton). (b) Be penalised under Regulations C3.5.1 (a) and (b). (c) Be penalised under Regulation C3.5.1 (c). The Clerk of the Course, it seems, did not hold a hearing with the Appellants to consider the engine check nor the Eligibility Scrutineer’s Report. He apparently had a preprepared decision which had been written before the Appellant entered his office. The decisions were simply handed out.

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Appeals were lodged on 21st May 2017. TECHNICAL REGULATIONS The scrutineering protocol is at Championship Regulation 3.3. The Technical Regulation applicable to the engines is at Championship Regulation 5.7. The Championship Regulations require engines to be sealed so that they cannot be modified, Championship Regulation 5.7.3. ELIGIBILITY In the Appellants’ first submissions to the National Court: (a) Detailed histories of each engine were provided with specific reference to the history of sealing and inspections. (b) It was made plain that none of the engines or seals had been tampered with by the drivers and/or entrant. (c) The cylinder heads on the engines had not been modified by removing material as alleged and such modifications would have been impossible to undertake without removal of the MSA/Ginetta seals which were in place. (d) The Appellants: (i) Requested sight of the Ginetta engine/engine seal records. (ii) Made the point that the Regulations require a log book to be maintained which should contain a record of the sealing of an engine and the inspections that have taken place. (iii) Requested sight of all logbooks. PENALTY Again, in their first written submissions to the Court, the point was made by all three Appellants that the Clerk of the Course failed to hold a hearing to consider whether the penalties applied were appropriate. The written submissions from the MSA Championship Eligibility Scrutineer concerning all three cases was duly received by the Court dated 12th June 2017. In this document, it is noted that: (a) A seal on the cam covers for all three engines was “not as it should be” (when scrutineering occurred at Thruxton on 5th May 2017). (b) When on 16th May 2017 the engines were inspected at the Ginetta factory: (i) Black silicone was found around the front cam shaft retaining cap.

(ii) A visual inspection of the cylinder heads showed that the underside finish was “not as standard”. (iii) A measurement of the depth of the heads was taken and compared against two new engines from Ginetta, revealing that material had been removed. In the second set of submissions submitted by the Appellants the matters listed hereinafter were raised, namely: (a) No explanation is given as to what the expression “seal not being as it should be” means. (b) No such allegation regarding seals was made previously in any of the scrutineering reports relating to any one of the three cars. (c) The Eligibility Scrutineer gives no history of the fixing of seals to the engines prior to the Thruxton race meeting. (d) The black silicone found around the front cam shaft restraining cap is not a substance used by the entrants. (e) The alleged “finishing” of the heads is nothing to do with the Appellants/entrants who have no facility to tune and/or modify engines. (f) The comparison of the three engines against new engines is inconclusive. The Appellants in addition provided statements from the Team Manager, Chief Mechanic and the Mechanic for each Appellant, together with a video link to show the state of the engine seals. Although there have been detailed responses by the MSA Championship Eligibility Scrutineer to the Appellants’ submissions, the National Court is faced with documentation that is woefully inadequate and late. The Court considers it important to summarise what the records, such as they are, reveal in respect of each engine. CAR NO. 11 ENGINE G40 14 049 The engine should have three seals fixed to it. The logbook records only two seals were fixed in April 2016, one to the head and one to the sump. Thereafter a seal was fitted on 28th June 2016 and a further seal on 13th August 2016, but the location of these seals is not identified. There is no sealing sheet for 2017, showing when and where seals were fixed. The fact that a seal was physically removed in 2017 and does not correspond with

the seal number in the logbook is not conclusive of anything. The Court has not been provided with the up-todate sealing record from August 2016 to April 2017. The Court has been provided with the Ginetta bulletins. These show a further history of the engine where it has been repeatedly examined and which would have involved removing and replacing seals. There is nothing in the records to prove that the Appellants have either tampered with the seals or modified the engine. The comparison of the head measurements between the Appellants engine and the two new engines is inconclusive not least because there is no evidence indicating that the engine of Car No. 11 is of an identical specification to the new engines against which it was compared. The Court has not been told if the specifications are the same or have changed. The matter is also not helped by the absence of the history of the maintenance and inspection of this engine. CAR NO. 72 ENGINE G40 12 103 This is a 2012 engine which was originally installed in Car No. 63 for the 2016 season before being fitted in Car No. 72 for the 2017 season. The sealing record provided shows two seals fitted – one on 16th June 2016 and one on 18th June 2016. No indication is given of the location of the seals. There is a complete absence of the sealing sheet for 2017. CAR NO 29 ENGINE G40 16 028 There are simply no sealing records produced by the Eligibility Scrutineer/ Ginetta for 2016 nor 2017. The National Court has no hesitation in allowing each one of these three appeals, not least because of the totally inadequate documentation in these matters. It is, therefore, ordered that the Appellants’ appeal fees are reimbursed. The National Court strongly recommends that: (a) The three engines in question, prior to any further competition use, are stripped and checked as to their compliance with the Regulations. (b) Appropriate steps are thereafter taken to ensure that the relevant logs and records as to work undertaken and seals applied and removed on these engines are conscientiously maintained. GUY SPOLLON, CHAIRMAN

61 01/09/2017 14:48


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Club Focus

BERTRAND VESSIER

Dunkeswell Kart Racing Club

The only MSA-registered kart club in the South West

T

he Dunkeswell Kart Racing Club (DKRC), was founded in 1967 by members of Torbay Motor Club who wanted to race karts. They chose the nearby MoD site at Dunkeswell which provided an ideal albeit unconventional location: those early days saw club members racing around hay bales on the live airfield. DKRC later bought the venue and over the last 50 years have transformed it from rough, open ground into a venue used by thousands of karters. The club, which is celebrating its golden anniversary this year, owned the circuit up until 2006 when it was sold to Nigel Mansell, the 1992 F1 champion. Now known as the Mansell Raceway, the circuit builds upon Mansell’s motor sport legacy and creates a place for youngsters in the South West to get started in motor sport. Club chairman Jim Bee believes that the club’s survival over the last 50 years is all down to its friendly nature. “I know it sounds cliché but we are a friendly club, we have a good basis and are still in touch with the founders,” he says. “As a karting dad, I know how intimidating it can be turning up at a kart circuit for the first time. When I took over as chairman I wanted to remove that, anyone can turn

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CLUB INFO Formed: 1967 Members: 130 Website: www.dunkeswell kartclub.co.uk

up clueless about karting and they’ll be welcomed and supported. We know all members by name and they know that if they need anything they can just ask.” This open and friendly approach has helped DKRC to overcome noise concerns from the local council and residents – a case that the MSA helped the club win a few years ago. “We’ve worked hard with local residents and the council and now have good relationships with all parties,” says Bee. “The noise from karting events can get a bad press but we’re very open and local residents have noted improvements.” The club hosts nine events a year and 15 open practice days, as well as attracting visiting championships from across the UK – an impressive feat for a committee of just five volunteers. “The team do a fantastic job, we’re small but perfectly formed,” says Bee. “The future’s looking good. Nigel visited the circuit last year and reaffirmed his support and confidence in the club, he’s still motor sport mad! We’re always looking for ways to develop the infrastructure of the circuit, but overall we just hope to carry on doing what we’re doing.” n Sarah Tibbetts

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Profile for Motorsport UK

MSA Magazine, autumn 2017  

The MSA magazine for British motor sport.

MSA Magazine, autumn 2017  

The MSA magazine for British motor sport.