Page 1

Want to try rallyi ng on a budg We show yet? how: p40ou

The

magazine for British motor sport SPRING 2012

WORTH HIS SALTIRE

Sportscar ace Allan McNish talks about the strength of the Scottish racing community Road rALLYING

VBH IN THE HOTSEAT Butler-Henderson tests her

navigating skills in a road rally SAFETY

WARWICK’S WALKS The safety of UK tracks has

come a long way in 20 years

PLUS

Extinguishing the danger of fire Seat-moulding kits explained How to buy fireproof underwear


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this issue

Contents 05 Forum

26

This issue’s postbag

06 Action replay

The late, great Peter Gethin

on the

cover One of Britain’s greatest ever endurance drivers: Allan McNish. Photo by LAT Photographic; feature on p20

09 Briefing

All the latest motor sport news

17 Opinion

We must do all we can to support local motor clubs

19 Talking heads

Can simulators make young drivers perform better?

20 Cover story

Why his Scottish roots help make Allan McNish so great

26 Circuit safety

Derek Warwick puts Britain’s circuits on trial

34 Riding shotgun

Vicki Butler-Henderson sits tight in a 12-car navigational rally

40 Endurance rallying Without a properly fitted, working fire extinguisher you won’t be allowed to race at all, so it’s vitally important that you choose the right one and fit it correctly. Ben Anderson reports on the need for fire extinguishers, p49

20

49 Fighting fire

Advice which could save your life: choosing the right fire extinguisher

53 Techno file

To ensure the best fit for your seat, moulding kits are the way to go

57 Ask the experts

Our panel answers the question: who makes the rules and how?

Long-distance road rallying offers a cost-effective entry to the sport

61 National court

46 Buyer’s guide

Simon Arron considers the penchant motor sport has for demographic irregularity

Gemma Briggs reviews the best new competition underwear 34

40

63 Simon says

contributors

Vicky Butler-Henderson Racing driver and Go Motorsport ambassador Vicky Butler-Henderson is best known for her presenting work on Channel 5’s Fifth Gear

Drew Gibson Motor sport photographer Drew Gibson has shot race and rally series around the world and has tried his hand at competition in the Mull rally

Ben Anderson Autosport journalist Ben Anderson is a keen motor sport competitor so was happy to learn how to protect his competition car from fire

Spring 2012 www.msauk.org

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letters

Forum

facebook.com/msauk twitter.com/msauk

editor’s letter Spring: there can be no better time of the year.

And we’re not talking about birds chirruping or daffs blooming. It’s the smell of petrol and the sound of engines revved for the first event of the season that stirs our souls. Among the many things we all wish for at the start of competition – aside from the fastest lap times or podium positions – is to keep as safe as possible. Derek Warwick is someone to whom safety on track matters a great deal and you can read about his circuit inspections on page 26. Meanwhile, on page 49 we talk you through protecting your car from fire, while our Buyer’s Guide on page 46 brings you the lowdown on protective underwear. One driver who suffered more than his fair share of accidents last season is endurance star Allan McNish and, starting on page 20, he tells us how to bounce back from a bad year. He also talks about some of the great names in Scottish racing who helped him become the driver he is today. We hope you’ll enjoy your start to motor sport in 2012 and we would love to hear from you, especially if you want to throw the spotlight on your branch of the sport. Get in touch at msa@thinkpublishing.co.uk. Until then, happy competition...

your thoughts!

A letter to MSA Chief Executive We want to know Colin Hilton your opinion on which motor sport issues MSA Thank you very much for your recent letter detailing the activities magazine should cover. Email us at msa@ of the Motor Sports Association. thinkpublishing. I also read with interest your co.uk quarterly magazine and am in receipt of your Company Report and Group Financial Statement for 2010. The leading role played by the MSA in promoting motor sport in the United Kingdom, one of the world’s leading countries in this arena, is one that the FIA acknowledges as Next issue our vital to the development of our star letter will sport, especially when targeting receive a pair theyounger generations. of tickets to the Their correct and mentored entry UK round of the into motor sport is also key to the WRC. To enter campaign for road safety which I, and simply write in the whole of the FIA, is so committed and tell us what to. The FIA Action for Road Safety can you think of the provide the crucial bridge between Spring 2012 motor sport and road safety that will edition of MSA. make the difference to the number of young lives we can save on the world’s roads. I am heartened by the good work the MSA has undertaken in

Win

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the past year and I look forward to collaborating on a range of initiatives to enhance sport and road safety. Jean Todt, President, FIA

in praise of grass roots I consider the Winter edition was, by a long way, the most exciting, well laid out and with the best subjects covered since the new style was brought in – well done. As to content being aimed at absolute grass roots motor sport, there are far more licence holders at the bottom end of the sport than the top. Many, such as myself, do only an odd event each year where the licence is needed, but we have been involved for a lifetime, taking part marshalling and organising at club level. For the odd-time entrant there needs to be a “basic requirement at basic cost”- type of article (p74 Simon Says was a good example.) Will it be that in the future one edition might be, as this one was, devoted to the grass roots motor sport which is so vital to the future of MSA, encouraging more people to take part as a competitor or helper? I hope so. Ian T Coxen, by email

YOU SAY...

As part of our recent reader survey, we asked what your favourite venue was and why. Here are some of the best responses...

Competition winner Orville Mackay from Stirling was the lucky winner of the TWSteel competition in the Winter edition. Well done, Orville, your watch is on the way!

Gemma Editor

Gemma Briggs Published on behalf of MSA by: The official magazine of the Motor Sports Association (MSA)

leading role

Think The Pall Mall Deposit 124-128 Barlby Road London W10 6BL Tel: 020 8962 3020 www.thinkpublishing.co.uk

“Cadwell Park is a beautiful setting and a challenging circuit” “Aintree and Three Sisters, because you don’t get hassle from the public as much” “All the farmers fields that events are held on!” “Brands Hatch for its classic layout and great atmosphere” “Epynt is a test of everything!”

“Harewood Hillclimb is a great, challenging track” “Thruxton, because it’s not been ruined by chicanes!” “Goodwood, for its history, location and facilities” “North Yorkshire forests as they’re fast and technical” “Silverstone, as the medical centre is well-run and staffed”

Art Director

GROUP Account DIRECTOR

News Editor

Publisher

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Tim Swietochowski Sub-editor

Cathi Thacker Advertising

Adam Lloyds (adam.lloyds@ thinkpublishing.co.uk)

John Innes

Ian McAuliffe Printed by: Wyndeham Press Group Limited, which holds to the ISO14001 environmental management system. MSA magazine is printed on 90gsm UPM Finesse Silk.

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.

Spring 2012 www.msauk.org

5


LAT Photographic

6 www.msauk.org Spring 2012


action replay

Data burst

WHEN: 22 March 1970 WHEre: Brands Hatch, Kent WH0: Peter Gethin car: McLaren M7A-Cosworth event: Race of Champions

This evocative shot shows British Formula 1 driver Peter Gethin, who passed away in December after a long illness, on his way to sixth place in the Race of Champions’ event at the famous Kent circuit. He joined Denny Hulme, Bruce McLaren and John Surtees in piloting a McLaren in the non-championship grand prix race. Gethin made his Formula 1 debut with McLaren in the same year following the death of team founder Bruce and spent a season-and-a-half with the team. He switched to the BRM team in 1971, with whom he took his only F1 victory, at Monza that year. The win was famously by the closest-ever margin for the time, with Gethin crossing the line one-hundredth of a second before the March of Ronnie Peterson.

Spring 2012 www.msauk.org

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news

in this

issue:

Night of Champions; More support for clubs; 2012 squad announced

Briefing

Best of British celebrate success Awards

Champions honoured at MSA annual event

MP visits MSA

The 2011 MSA British Champions gathered at the Royal Automobile Club in January to receive their trophies before an audience of distinguished guests, including FIA Deputy President for Sport Graham Stoker and new BRDC President Derek Warwick. Also honoured at the MSA’s annual Night of Champions were a series of special award winners: Formula Kart Stars’ boss Carolynn Hoy collected the BWRDC Lord Wakefield Trophy, before

Josh Webster was crowned RSF MSA Young Driver of the Year. The JLT MSA Marshal and Club of the Year awards went to Andrew Holley and Omagh Motor Club, while Motorsport News reporter Dan McCalla and freelance snapper Dom Romney collected the Renault MSA Young Journalist and Photographer of the Year accolades. The full list of award winners can be found on the MSA website and in the February edition of MSA News.

Politics Adam Afriyie, Conservative MP for Windsor, visited Motor Sports House in the run-up to Christmas to hear about the work of the governing body and understand better the activities of one of the employers within his constituency. “We have spent a lot of effort getting to know MPs in Westminster but bizarrely we had never met with our local MP,” said MSA Chief Executive Colin Hilton. “Although Adam confessed to not being a die-hard motor sport fan, he was extremely interested to learn more about the sport and was astonished by the depth and variety of events that take place every year. “He has a passion for innovation and engineering and of course this is an area in which our sport genuinely leads the world. Together with our impact on both the British economy and local communities, we were able to demonstrate the significant value of motor sport to this country. We look forward to building on our relationship with him in the future.”

Seven days

The average turnaround time for a 2012 online licence application

Spring 2012 www.msauk.org

9


Governing body pledges more club support Expansion of Club Development Fund is announced

Clubs

MSA-registered clubs across the country have welcomed the MSA’s decision to designate 2012 The Year of the Motor Club and expand Go Motorsport’s remit to include club development. The MSA has doubled from £2,500 to £5,000 the amount per application that can be awarded by the Club Development Fund, which grant-aids venue improvements and the purchase of safety-related equipment. Over the last 15 years the Fund has awarded almost £1m to assist projects totalling nearly £5m. “This demonstrates that the MSA wants to support the clubs,” said Dave Wellden, chairman of Cramlington and District Motor Club, the 2010 JLT MSA Club of the Year. “Everybody’s having a hard time of it at the moment because of the financial climate, so

this MSA initiative can only be a good thing.” Newtown and District Automobile Club’s Chris Tomley hopes that the result will be a closer relationship between clubs and the governing body. “As chairman of the Cross Country Committee I see the amount of good work that’s done at Motor Sports House, which some clubs perhaps don’t appreciate,” he said. “This should break down those barriers, and I’m sure the increased grant aid available will be a great help.” Meanwhile Go Motorsport will now focus more on helping clubs with their marketing and promotion, a move supported by Sevenoaks and District Motor Club vicechairman Martin Chinnery. “Working hand in hand with clubs is how I always hoped Go Motorsport would work, because the sport grows upwards from the grassroots,” he said.

“We need to get more people joining clubs. All of them will have great fun, while some will go on to bigger and better things and ultimately inspire even more to get involved.” Through the nationwide network of nine Regional Development Officers (RDOs), dedicated assistance will be available for clubs that have shown commitment to developing their memberships. These ‘Development Clubs’ will work with the RDOs to instigate marketing activities, including putting on regular novice-friendly events. Club Development Fund enquiries should be directed to Allan Dean-Lewis at Motor Sports House. More on Go Motorsport can be found at GoMotorsport.net or by emailing info@GoMotorsport.net

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15/02/2012 15:45


news

THAT’S motor sport MARSHALLing

A Q&A with 2011 JLT MSA Marshal of the Year Andrew Holley

MSA reveals 2012 national squad

MSA Academy The latest crop of potentially world-class drivers handpicked for the Team UK national squad was unveiled at January’s Autosport International. New recruits from the racing fraternity are Oliver Rowland, Nick Yelloly, Josh Hill and Josh Webster. “We welcome Oliver, Josh Hill and Nick to the squad, as well as Josh Webster, the first graduate of the MSA’s Advanced Apprenticeship in Sporting Excellence to step up to Team UK,” said National Race Coach David Brabham. “And we welcome back Alex Lynn, Jack Harvey and Lewis Williamson for second terms.” MSA British Rally Championship driver Mark Donnelly joins the squad

alongside Elfyn Evans and John MacCrone, who return for another year. Nicky Gist again leads the co-driver programme, on which James Morgan joins Andrew Edwards and Stuart Loudon. In addition to Team UK and AASE a further 20 drivers will benefit from MSA Academy coaching this year. “We have been able to develop a suite of materials that can really help young drivers at an early stage of their careers and roll that out more widely,” said MSA Performance Director Robert Reid. “These new Academy members will benefit from development sessions during the year, as well as access to the MSA coaches as they require.”

Visit www.msauk.org/msaacademy for further information

MSA

British marshal O’Neill honoured by FIA Marshalling Northern Ireland marshal Barry O’Neill has won the inaugural FIA Outstanding Official of the Year award, which was presented by FIA Deputy President for Sport, Graham Stoker, at the Night of Champions in January. The MSA nominated O’Neill for the prestigious accolade after naming him the JLT MSA Marshal of the Year in 2010. The 35-year-old was recently appointed chairman of Northern Ireland’s Motorsport Marshalling Partnership, and has received acclaim for instigating a cadet marshals training scheme that is successfully bringing dozens of new young recruits into the sport.

How did you get into motor sport?

My father was a medical officer at Brands Hatch, so I was born into the sport and have been going to race meetings since I was two years old. Then when I turned 17 and got my driving licence, I started marshalling at events all over the country. What drew you to marshalling?

At that age I didn’t have enough money to compete, and then when I left school and joined the Navy I didn’t have the time either, whereas I could still keep marshalling whenever I found myself back in the UK. But about four years ago I started racing in the MkII Golf GTi Challenge. Is it hard to juggle marshalling and competing?

No, and in fact I’ve got three sets of overalls in the cupboard: black for racing, orange for marshalling and red for rescuing, because I’m also part of the BRSCC Rescue Unit in the North West. I’m living proof that being a competitor doesn’t mean you can’t be a volunteer and vice versa, and I’d certainly encourage people to do both if they can. I think being a competitor makes you a better Post Chief, and being a marshal makes you a more sympathetic and appreciative competitor. You’ve been praised for transforming the BMRMC’s North Region training programme. What was your approach?

I left the Navy in 2003 and I’m now a civilian employed by the military as a helicopter instructor, so I’ve taken a lot of those teaching practices from flying and applied them to my role as Regional Training Manager. It hasn’t been a major overhaul but I’m pleased to see that the spring clean I’ve given the programme is helping people to move smoothly though the training sessions. How did it feel to be named Marshal of the Year?

I was completely gobsmacked, as I didn’t even know about the award, let alone that I’d been nominated! I do what I do simply because I love the sport, so I was taken aback to be recognised in this way.

Spring 2012 www.msauk.org

11


news

Council approves Taster Events

Go Motorsport Many more people could be brought into motor sport if a new initiative approved by the Motor Sports Council proves successful. The regulatory body of UK motor sport has ratified a new regulation allowing clubs to run entry-level taster events for members of the public, who would be deemed club members for the day. “This initiative is part of our effort to expand the grass-roots club membership,” said Council vicechairman Nicky Moffitt. “We need to show the public that the sport is

accessible and affordable and this new regulation gives clubs the opportunity to do just that.” Fellow Council member Nick Pollitt organised a BTRDA Taster Event at Catton Hall last year. “We pioneered the taster event formula with a hugely successful event that attracted over 50 novices,” he said. “We’ve now thrown down the gauntlet to the clubs. There are no regulations separating them from the public anymore, so I hope they all make the most of it and bring some new blood into the sport.”

NEWS IN BRIEF NMW toolkit online now

NMW The MSA has prepared a “toolkit” to help clubs and organisations take full advantage of this year’s National Motorsport Week, which runs from 30 June to 8 July. The toolkit can be found at www.msauk.org/nmw

New Licensing Manager

staff Michael Wentworth has been appointed the MSA’s new Licensing Manager, having served successfully as Deputy Manager for the past 12 months. “I’m delighted to have this opportunity to lead the Licensing Department and will strive to ensure that we deliver as efficient and effective a service as possible for our licence holders,” he said.

Radio Co-ordinators

Insurance increase for officials & events MSA As part of its duty of care for registered clubs and marshals, the MSA has raised

the limits of its insurance master policy with immediate effect. In line with a general increase in awards made by courts and the legal costs incurred by claims, the MSA’s public liability cover for all events held under an MSA permit has been lifted from £30m to £40m for any one incident or accident. “We have a responsibility to monitor the cover that is offered by the MSA’s master policy to ensure that it keeps pace with today’s requirements,” said MSA Chief Executive Colin Hilton. “This is especially true of the cover that we provide for our Quaife Ad.pdf 1 31/01/2012 14:13 member clubs and volunteer officials, without whom the sport could not take place. The MSA is committed to providing every possible assistance for clubs and volunteers as we look to grow the sport further and attract more people to get involved.”

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P O W E R

radio The MSA is pleased to announce the appointment of two new Radio Coordinators for 2012. Sue Fielding takes on the Kent, Surrey, East and West Sussex areas, which were previously looked after and supervised by her late husband Mike. Meanwhile Carola James takes charge on the Isle of Man.

Euroclassic 2012

IMS This year’s 20thanniversary MSA Euroclassic will run from 24 September to 2 October. Visit www.euro-classic. co.uk for regulations and route information.

I N T O

M O T I O N

Scan for further information

Tel 0845 1307400 / 01732 741144 or email info@quaife.co.uk www.quaife.co.uk Quaife Ad.indd 2 1 12Quaife_MSA_Spring12.indd www.msauk.org Spring 2012

14/02/2011 14:16 14:50 31/01/2012


2012 CALENDAR OF EVENTS

www.gtcup.co.uk

ROUND 1 ROUND 2 ROUND 3 ROUND 4 ROUND 5 ROUND 6 ROUND 7 ROUND 8

safety DONINGTON PARK circuit 28TH / 29TH APRIL SILVERSTONE (NAT.) 12TH / 13TH MAY BRANDS HATCH (INDY) 16TH / 17TH JUNE SNETTERTON (300) 30TH JUNE / 1ST JULY OULTON PARK (INT’L) 21ST JULY BRANDS HATCH (GP) 18TH / 19TH AUGUST KNOCKHILL 8TH / 9TH SEPTEMBER DONINGTON PARK 6TH / 7TH OCTOBER

A YEAR IN THE GT CUP CHAMPIONSHIP

Entries are now open, please contact: +44 (0)1963 442 787 hannah@butemotorsport.co.uk

Spring 2012 www.msauk.org

13


news

Riding high in N.I. clubs

Omagh Motor Club won the highest accolade in 2011

Led by President Hugo McDaid, Omagh Motor Club’s committee members visited Omagh District Council’s headquarters in February for a special celebration of its crowning achievement: being named the JLT MSA Club of the Year for 2011. The award is always keenly contested by the most proactive MSA-registered clubs, which form the backbone of UK motor sport. In 2011 it was Omagh MC that shone through, having run events in various disciplines, while gaining strong regional press coverage and engaging with councillors and the Northern Ireland Assembly. “It means a lot to win this award, as we’ve always felt we’re the best in the world!” says McDaid, who has been an Omagh MC member for 50 years. “We’re over the moon to be recognised as such by our peers.” The club was born in 1935, when it was proposed that a treasure hunt be run in aid of the Tyrone County Hospital. At the time the annual club subscription was set at five shillings, the equivalent of 25p today.

1 14QPH.indd www.msauk.org Spring 2012

The club went on to run the renowned Syon Fin Hillclimb from 1951 until the late ’70s, and later became a founder member of Northern Ireland’s Motorsport Marshalling Partnership. It now organises one of the country’s most popular events, the Bushwhacker Rally, which forms part of the MSA Northern Ireland Stage Rally Championship. “If you asked Northern Ireland’s rally drivers to name their favourite event, I’m sure most would put the Bushwhacker at the top,” says McDaid. “They love the fast and flowing stages, and the organisation is always first class.” Current club members include new Team UK recruit Mark Donnelly and Barry O’Neill, the FIA Outstanding Official of the Year (see page 12). Its membership averages 250, and meets on the first Tuesday of each month at McAleers Bar in Campsie.

Calling all clubs! Send your news to media@msauk.org and it could appear in MSA magazine.

NEWS IN BRIEF HSTA confirms first event

Trials The recently formed Historic Sporting Trials Association (HSTA) will run its inaugural event at Long Compton on 12 May. HSTA co-founder and former MSA British Sporting Trials Champion Ian Wright said: “Martyn Halliday and I started the HSTA just to gauge the level of interest, and since then we’ve found over 50 post-war cars. I hope our first event marks the start of a revival for these wonderful machines.”

SCOR supports safety

Fundraising Southern Counties Off Road Club has raised £1,292 for both the Hampshire & Isle of Wight Air Ambulance and Wiltshire Air Ambulance, having far surpassed a £770 target to fund a pair of stretchers for Hawk Safety Services, which covers the club’s safari events. The money was raised through individual donations at six SCOR events, with the club itself matching the total.

GINETTA ROOKIE CLASS

Youth Ginetta Juniors has added a rookie class, offering eight factory-prepared cars at a capped price. It aims to help newcomers who do not have the budget to take up a place with a race team.

09/02/2012 15:27


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opinion

2012: the year of the motor club Local motor clubs are the beating heart of our sport, so we must do all we can to support them, says Colin Hilton, MSA Chief Executive During National Motorsport Week last summer, the MSA compiled a long list of success stories to demonstrate the extraordinary track record of the UK in world motor sport and equally the importance of the motor sport community. We are rightly proud that Britain has produced more than three times as many F1 World Champions as its nearest rival and that British-based teams have won no fewer than 37 F1 Constructors’ Championships; that more British drivers have won the Le Mans 24 Hours than those representing any other nation and that the top 10 finishers on last year’s Wales Rally GB were all driving British-built cars. With great figures like these, it is small wonder that the government has recognised UK motor sport as a beacon of hope, both sporting and economic, in today’s difficult economic times. But while these headline-makers are tremendous ambassadors for British motor sport, they can perhaps encourage us to lose sight of the real power and strength behind this country’s motor sport prowess. It may, at first, be difficult to find an obvious link between your local motor club and the likes of McLaren, Williams, M-Sport, Button, Franchitti et al; but it is undoubtedly the breadth and depth of our club scene that underpins the higher echelons of the sport and the industry that supports it. We are fortunate to be able to call on 750 clubs, boasting a combined membership of some 200,000 people, who are responsible for

Autocross is one branch of the sport that makes this country’s grassroots scene so rich

pyramid has a direct bearing on the height that the structure can achieve. In other words, the more members we have at club level, the greater our chances of success at the top end. So while the ambitions of a career driver might not seem relevant for the average motor club, their success can create a virtuous circle that builds a stronger sport: international success leads to greater awareness and wider media coverage, which gets more people interested and encourages them to discover the sport for themselves… which is then delivered through the local club network. In designating 2012 as the Year of the Motor

It is undoubtedly the breadth and depth of our club scene that underpins the higher echelons of the sport and the industry that supports it running the 4,500 motor sport events that are organised each year in this country. The stars inevitably get the glory, but as Allan McNish confirms elsewhere in this magazine, each of them would recognise that they are the product of a system that through the years has nurtured their talent, provided the equipment, run the championships and marshalled the events so that they were able to achieve their ambitions. One of the key principles in the sustainable development of any sport is that the base of a

Club, the MSA has recognised that a strong club network is critical to the sport’s development and has made it a priority to work with clubs to give them the support they require. A number of initiatives will be announced during the year, including increased financial grants, a substantial ring-fenced fund, and a new impetus from the Go Motorsport campaign to help clubs grow their membership. Firstly, the MSA Board has set aside £200,000 specifically allocated for club

development activity and the improvement of safety at events, which will be open to club and association applications through the Club Development Fund. Secondly, the Club Development Fund itself has doubled the amount that can be awarded to MSA-registered clubs from £2,500 to £5,000 per application and in exceptional circumstances further grants could be made available for some club projects. Finally, significant changes have been made to the Go Motorsport campaign this year to focus much more on helping clubs with their marketing and promotional efforts. Clubs will be encouraged to work with their local Regional Development Officer to help raise the club’s profile, instigate local marketing activities, put on novice-friendly events and bring new people into the sport. In line with this approach, this year’s stand at Autosport International was themed “Join your local Motor Club” and was staffed by representatives of 10 car clubs and their vehicles. As the season starts to gather momentum, the MSA’s commitment to the ongoing development of the sport is undiminished. And while we continue to highlight extraordinary international success year after year, let us remember what is at the heart of our sport: a thriving club structure offering a variety of exciting motor sport for the amateur participant. Spring 2012 www.msauk.org

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talking heads

Can simulators make young drivers perform better?

yes

image base performance

Darren Turner, Director, Base Performance Simulators

You can’t teach someone to race, but you can teach someone to drive. Racing is about spatial awareness, bravery and having wheel-to-wheel experience. Hardly any sims run with other cars on the track – AI [Artificial Intelligence] isn’t sophisticated enough. Racing without other people isn’t bad, but the danger level isn’t there. “But simulators can make you a better race driver by making you a better driver. It can improve your technique so you can be faster lap after lap, and track after track. Then there’s the engineering element, where you can improve the car so it only

needs fine-tuning when you get to the circuit. “For drivers, the best way to work on a sim is to have someone watching and training you. In the lower formulas, drivers have driver coaches and that’s important on a sim too. Otherwise it’s like going to the driving range Matt Neal, to improve your golf swing on 2011 BTCC Champion your own – you can just teach yourself your own bad habits. “It depends on what level the If testing is limited there driver is at as to what you focus is a place for it, but on, but we work on consistency there’s no substitute to being in a lot – with young and the car. In a racing gentleman drivers – to situation it’s about the improve their personalities you’re What do concentration, up against, and in you think? which they can touring cars you Is virtual learning the way forward for young drivers? Or then transfer to have to get used to is it only what happens on track the track. That’s having touches that matters? Let us know the sort of thing from other cars what you think about the sims can develop. and feeling how sport’s future at msa@ thinkpublishing. “We also look at that affects your car. co.uk braking technique “Track conditions because you can really change as well – in the gain or lose a lot of time under rain you get puddles and braking. Simulators give you aquaplaning. You’re looking for more time to analyse what’s miniscule amounts for that last going on than at a test.” little bit of time. You get that

No

from feelings from the car that you can only get from driving. “I haven’t used one of the sophisticated simulators. I was offered the chance during last season, but I turned it down because I didn’t want to programme myself to do the wrong thing in the car. I had a pretty good feeling with the Honda, but I’d like to try a sim during the off-season. “When I did Aussie V8s I found it hard because I wasn’t at one with the car and I don’t know if a simulator can give you that. It certainly doesn’t give you the fear factor – the fear side can hit you pretty hard, especially racing somewhere like Bathurst! “Testing is very important for learning and developing the car, but there’s no substitute for racing. You have to learn how to attack, how to defend, where to place your car. I’d recommend one-make series, like the Renault Clio Cup, to anyone because you have to learn how to stay out of trouble and that’s what you need in touring cars.” Spring 2012 www.msauk.org 19


I wanted to pursue what I was good at but I would have been fairly satisfied if I’d become a farmer. I still love that natural aspect of life, but it’s very different to what I’m used to now


allan mcnish

“We’re a motor sport extended family

you can call it McScotland!” Allan McNish wouldn’t be one of Britain’s greatest ever endurance drivers without the help of the Scottish racing community, he tells Gemma Briggs Scroll through the “links” section on Allan McNish’s website - past

the ubiquitous Tag Heuer, Arai and Alpinestars – and you’ll find a cheery logo for Anderson Kilts. Here is a racing driver who literally wears his Scottishness with pride. Within minutes of sitting down for this interview, the conversation has turned to Tunnock’s Teacakes and later on Grand MacNish whisky (if you’re tempted, he advises the 12-year-old variety is the best). Any competitor will tell you their nationality is important to them, but the Scots take it to a different level. From Jackie Stewart’s trews to David Coulthard’s saltire helmet, drivers from north of the border aren’t hard to spot. But beneath the tartan lurk invisible bonds that mean this nation has generated an incredible roster of success. The mentoring network amongst its star drivers is simply formidable – and without it Dumfries wouldn’t boast a double Le Mans 24 Hours winner and one of Britain’s greatest ever endurance drivers. “David Leslie was also from Dumfries and my father used to help as a mechanic when he started in Formula Ford 1600,” recalls McNish. “At that time he was racing against Nigel Mansell, Chico Serra, Trevor Van Rooyen and names like that. I went along to one of the races in a wee camper van; it was the ultimate boys’ trip for a small lad from Dumfries. That was what got me interested in the sport.” David Leslies junior and senior took McNish to his first kart race, at Rowrah. “I became good at it, won trophies, races and championships. It gave me discipline in my life generally and I had the support of my family, as well as the guidance from the Leslies initially and then Dave Boyce and ultimately Terry Fullerton. From that point on I was always surrounded by people who were very good at their job.”

It was Scottish motor sport luminaries the Leslies and Ecurie Ecosse’s Hugh McCaig who sat down McNish – now with multiple Scottish and British championship titles under his belt – and persuaded him to make the switch from karts to cars. However, he’s quick to confess that he wasn’t as motivated by the thought of a career in the sport as many of today’s young drivers are. “I’ve been around 4-stroke and Castrol R all my life, but I spent so much time on farms that to be honest, when I was 16 or 17, I did not have a great desire to be a racing driver. I wanted to pursue what I was good at but I would have been fairly satisfied if I’d become a farmer,” he says. “I still love that natural aspect of life, however it’s very different to what I’m used to now and I wouldn’t turn the clock back.” The move to cars was instantly successful: second overall in his first year in Formula Ford; winner of the Vauxhall Lotus championship the following season; and second place in British F3 the next. Along the way came other accolades – including Autosport club driver of the year and a BRDC trophy for most promising young driver – and the hype was rewarded with a testing role for McLaren at the end of 1989, after just three seasons racing cars. “That was the first time I realised I’d have to pull my finger out,” he says. “I was sitting in the car at Estoril and the guy next to me was talking about engine friction and all these other things I did nee feel because it was another world to me. And that driver was Senna. I realised that was the level I was going to have to achieve. Today’s a different era, you have to have that total dedication from a much younger age, but in those days you could still do it ‘out of the back of the van’ a little bit.” Spring 2012 www.msauk.org 21


allan mcnish

Scotland has generated an incredible roster of success – the mentoring network amongst its star drivers is simply formidable 22 www.msauk.org Spring 2012

From top: McNish crashing out of the Le Mans 24 Hours last year; competing at Donington Park in 1988; a proud display of his Scottish heritage

excellent – but race performance wasn’t: too many incidents, too many problems. We improved in one area and dropped off in another and we need to get that balance a little bit better. We had the new car, which was based around efficiency at Le Mans, and we kind of struggled at the non-Le Mans races. And that’s where the focus of development has gone for 2012.” He adds a few other reasons for the team’s poor form, including the strong competition and the increase in number of cars on the circuit. “There are significantly more cars, and the majority of them are GT traffic which changes the dynamic of the race.” One GT car in particular certainly did that in the Le Mans 24 Hours. It was while passing a backmarker 14 laps into the race that McNish was taken out of the lead and thrown into the barriers, destroying his car. “When I stepped out of the car I didn’t have a clue what had happened,” he says. “I had to ask the doctor in the medical centre.” Amazingly, he had no serious injuries. “Just a graze on my shin. I wasn’t knocked out but I was a bit dazed and went through a lot of medical checks.” It wasn’t the biggest crash he’s had – you need to Google his 2002 F1 qualifying accident at Suzuka for that – but it was a low point in what turned out to be a

LAT; rex

While McNish would eventually get a full Formula 1 seat with Toyota in 2002, it is in sports cars that he has made his name – indelibly linked to manufacturer Audi – and racked up an incredible tally of wins: two Le Mans 24 Hours victories, three Sebring 12 Hours gongs, four Petit Le Mans honours and three ALMS crowns. When we spoke, during his annual visit to Autosport International, he was preparing for a run with private Riley team Starworks in the Daytona 24 Hours – the only blue riband endurance event he had yet to triumph in. The Daytona deal came about thanks to fellow Scottish driver Ryan Dalziel. It seems that the Scottish motor sport community thrives even when its members are spread across the globe. “It’s a motor sport extended family – you could call it McScotland,” jokes McNish. “I was born in the same hospital as DC [David Coulthard]. I remember Dario’s [Franchitti] first race, I remember the day Paul di Resta was born! Marino Franchitti I’ve known since he was six. We tend to stick together.” Last year was the 30th anniversary of McNish’s competition in motor sport, but unfortunately it was a shocker. He failed to take a win in his Audi V6 TDI coupe, with a third place at Spa being the team’s best result, and the car crashed out of potential wins in five events. What happened? “What didn’t happen!” he throws back with a laugh. “Looking at pure performance we were actually very good – lap time performance was


LAT

Clockwise from top: testing for McLaren in 1990; on the way to his first Le Mans 24 Hours win in a Porsche 911, 1998; celebrating his 2008 Le Mans victory; trying his hand at DTM, 2005

Spring 2012 www.msauk.org 23


LAT; rex

allan mcnish

24 www.msauk.org Spring 2012


allan mcnish

dismal year. Most licence holders will experience a poor run at some point, so what advice would he give? “It’s all about confidence,” he says. “Mike Earle once said to me, ‘You don’t go to bed a fast driver and wake up a slow one’. There are circumstances around it and it’s about making sure you get yourself back into the right circumstances. That can be your engineer, your mechanics, the team boss, car set-up, you. Many, many things. The fact is you’ve got to clear out your head, look at it rationally. Invariably it’s not luck –because something causes you to be in that position – but you’ve got to get to the nucleus of the problem and fix it. It takes a hard-headed person to do that.” This season brings a new motivation for Audi to succeed, as they are now competing (against an increase in manufacturer entries) for the title of World Endurance Champions. It is a challenge they are clearly going to relish: “We always want to fight for the biggest prize possible. It’s just such an exciting prospect. We’re in motor sport for the competition; we want to put ourselves up against the best to find out whether we are the king of the hill.” No doubt there will be some new competitors bullishly expecting to sweep to the top of the podium, but it takes a certain kind of driver to achieve the level of sports car success that Allan McNish has. “You see a lot of people say, ‘Yeah right, I’ll do sportscars, it’s easy’,” he concludes. “It’s not. Trust me, there’s a lot of drivers that have come in with big reputations and left with their tail between their legs. Jacques Villeneuve is an example of someone who it just didn’t work out for; he won the Indy 500 and the F1 world championship, but he couldn’t win the 24 Hours. Mario Andretti never won Le Mans which I find incredible, because Mario is a legend. The fact that a wee boy from Dumfries has done something twice that Mario couldn’t do... I find that quite bizarre.” Wherever the heights of Allan McNish’s career take him, from his home in Monaco to victory around the world, it seems he’ll never forget his roots. “I often think I’m still that wee boy from Dumfries, six years old and sitting in that Bedford motorhome.”

McNish at the Malaysian Grand Prix in March 2002, driving a Toyota TF102, leading Felipe Massa. Right: David Leslie’s cars at Silverstone in July 2008

From the success of last year’s first Scottish Motorsport Festival – “the start of something that could be very good in the future” – to the burgeoning Scottish Motor Racing Club of which he is president, McNish says the country’s racing community is as strong as ever. “I got a lot of support out of it when I was coming through and it’s time to put it back into the next generation,” he says. He is keen to point out how the governing body invests in the nation. “The Go Motorsport campaign is fantastic and the MSA is very positive in its support of Scottish motor sport. Tom Purves is now on the board of the MSA and having cut his teeth in Scottish

motor sport, he sees the passion that is north of the border. I think Colin Hilton has hit the nail on the head with the campaign for closed roads and that will be a good thing for Scottish motor sport.” While Scottish motor sport may be thriving, it has suffered one loss with the passing of David Leslie Sr late last year (following the death of his son in 2008). McNish pays tribute to the role that the Leslie family team played in his own career. “How many fledgling teams can stand up and say their first three drivers were Le Mans 24 Hours winners, Indy 500 winners, IndyCar winners and Monaco F1 grand prix winners? It was an incredible thing.”

Jeff Bloxham/LAT Photographic

LAT

Scotland’s racing community

We’re in motor sport for the competition; we want to put ourselves up against the best to find out whether we are king of the hill

Spring 2012 www.msauk.org 25


Safety first

After his brother’s death Derek Warwick inspected Britain’s circuits; 20 years later he returns to see what has changed. Simon Arron spoke to him “We need to adjust that slightly, perhaps modify the angle by a few degrees...” The subtleties of fine-tuning form part of every racing driver’s lexicon, but today Derek Warwick – Le Mans 24 Hours winner, 1992 world sports car champion and participant in 147 world championship grands prix – is concerned not with chassis set-up but with the secure installation of crash barriers, tyre walls and other circuit safety features. Warwick honed his craft during the cut and thrust of the 1970s, a time when British Formula Ford races regularly attracted 60 or more entries: it was fast and ferocious, and races took place on circuits with few of the safety accoutrements sometimes taken for granted today. “At the time,” he says, “I never gave such things a second thought.”

26 www.msauk.org Spring 2012


circuit safety

drew gibson

Spring 2012 www.msauk.org 27


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circuit safety

Warwick’s interest in circuit improvements was triggered by tragic personal circumstance: in July 1991, Derek’s brother Paul – 15 years his junior – was killed in an accident at Oulton Park, while competing in a round of the British Formula 3000 Championship (which he would later win posthumously). Suspension failure caused his car to leave the road at Knickerbrook, then a quick, right-handed sweep, and it struck the nearby barriers with colossal force. “Even when I was in F1,” Warwick says, “I raced at some fairly dodgy circuits in cars that weren’t the best. A few of them were potentially dangerous and it’s only through luck that I never suffered serious injury. Paul’s situation was the reverse – he had one bad accident and died.” Not long afterwards, Warwick visited the scene to establish what could be learned. “I waited until everything had calmed down,” he

I started a bit of a campaign to inspect other venues and was immediately banned by the management that ran them. I had the press on my side, though

More than two decades after Warwick’s crusade for better track safety started, he and Symes convene to see what has been accomplished

says, “but when I arrived at Oulton Park I was horrified. I discovered loose barrier mounting posts, two layers of Armco where there should have been three, non-existent run-off areas, earth banks packed hard against the barriers, which prevented them flexing to absorb energy, tyre barriers in the wrong places, gravel traps that weren’t properly filled and uneven grass verges that could launch errant cars. “If Oulton was like that, I wondered about everywhere else. I started a bit of a campaign to inspect other venues and was immediately banned by the management team that ran Oulton, Brands Hatch, Cadwell Park and Snetterton. I had the press on my side, though, and was eventually allowed to take a look. I was appalled by what I found, so got together with the MSA and walked a lap of every track under its governance. In my little F1 bubble I’d been insulated from some of the dangers facing young drivers. “A chicane was inserted at Knickerbrook after Paul’s accident. It wasn’t ideal, but it cost £30,000, which was all the money available, and I immediately started getting negative press from drivers who thought I’d destroyed a great corner. Formula Renault racer Andy Colson had died at the same spot little more than a month earlier, though, and I couldn’t stand back and face the risk that

the same thing might happen again. The corner had no run-off and no tyre wall, just solid barriers against solid earth. Paul hit them at about 150mph, and you could argue that the accident would have been fatal wherever it happened, but in a similar accident at the same spot today he might have had a chance. That’s all I can do for these young lads, because I don’t expect 17- or 18-year-olds to give two hoots about circuit safety.” Warwick spent a couple of years doing regular track walks, but found it difficult to implement upgrades because circuit owners lacked investment funds. His campaign gained fresh impetus in 1993, however, when John Symes – now the MSA’s Technical Director – joined British motor sport’s governing body as Safety and Environmental Executive and Warwick was invited to join the MSA Safety Committee. “Some committee members didn’t buy into what I wanted to do,” Warwick says, “but when John arrived it was no longer a matter of what I wanted to do, but what he wanted to do. John had previously worked at Brands Hatch and knew what could and should be done from the safety side, which made life a lot easier.” More than two decades after the crusade’s dawn, Warwick and Symes convened to Spring 2012 www.msauk.org 29


circuit safety

Top: Derek Warwick gave little thought to circuit safety when he raced; here he is in a Renault RE50 at Brands Hatch in 1984

evaluate some of what had since been accomplished: their brief tour embraced Oulton Park, where the project started, Thruxton, another circuit that stages major British race meetings, and Mallory Park, a symbol of the nation’s thriving grass roots. “I got a nice warm feeling as soon as I drove into Oulton,” Warwick says. “I feel happy because the circuit looks fantastic. Since MotorSport Vision took control in 2004, owner Jonathan Palmer has invested an enormous amount of money in the infrastructure. His attention to detail is fantastic, but it doesn’t just look good. We have three tiers of Armco rather than two, many tyre barriers have been added and the run-off areas have exploded, with big gravel traps. It’s still a challenging circuit, full of character, and we want to keep that aspect, but it has moved into the 21st century.

Standards in the UK are much higher than those in many mainstream European countries and a thousand times better than some of the stuff I’ve seen in America 30 www.msauk.org Spring 2012

“I felt the same way about Thruxton. Being there brought back many happy memories, because it used to be my home track. I was impressed. They’ve done a lot of work, moving back barriers, building up earth banks to suppress noise and improve the spectators’ view, angling the Armco to contain the cars better, improving the

run-offs and so on. There are still some exposed marshalling posts, a quirk of Thruxton, but on a big, wide open circuit you have to marshal the inside sometimes. The danger points haven’t gone away, but they are much better protected than they used to be. “Mallory hasn’t quite caught up with the other circuits as yet, but it has taken


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circuit safety massive strides forward since I raced here and remains a work in progress. There was a huge amount of development going on as we walked around, and I look forward to seeing how it evolves. “Circuits have to accommodate cars and bikes, so there are inevitably compromises that suit one faction better than the other, but generally I have to say that standards in the UK are much higher than those in many mainstream European countries and a thousand times better than some of the stuff I’ve seen in America. I spotted a couple of things that needed doing at Oulton – some of the gravel traps required refilling, for instance – but that was just seasonal wear and tear and will be sorted as a matter of routine. It was the same at Thruxton, just a couple of small details that needed ironing out. I’m pretty thorough when I’m doing these checks – and if that’s all I can find then we are on the right road, although I accept that improvements can always be made.” Warwick’s findings are, says Symes, reflective of the approach every circuit has adopted during the past 20 years. “If you look at tracks individually,” he says, “you’ll find an enormous amount of progress in terms of improved run-off areas, barriers installed at more protective angles, better use of gravel traps, kerbs and tyre walls, extended debris fencing, new CCTV systems and so on. Take Goodwood, which didn’t exist as a race circuit 20 years ago. When it reopened in 1998, everybody thought it appeared almost identical to the way it was in the 1960s, but in reality it has been greatly developed. The track has been resurfaced, quite a few run-off areas have been extended, there are many conveyor-faced tyre walls and assorted other detail improvements. The changes might be subtle, but they are there.” Understatement is something of a motif. Paul Warwick in first “John does an unbelievable position at Brands amount of work in terms of Hatch’s British Formula 3000 race in June 1991, driving a Reynard 90D

MEMORIES OF PAUL WARWICK 21 July 1990. I’m part of a group clustered around a table at Da Gino, a popular restaurant that lies a few kilometres from the Enna-Pergusa racetrack, where we’re gathered for the latest FIA Formula 3000 race. The atmosphere is fantastic, the food at least its equal and the views across Sicily are better still. Paul Warwick (above, left) sits just opposite. He’s not racing this weekend, but is scouting the paddock for opportunities as he strives to give his career fresh impetus. Like older brother Derek, Paul had been a hugely successful stock car racer before switching to the cut and thrust of single-seaters. In 1986, his debut season, the 17-year-old won Britain’s two junior Formula Ford titles. From there he graduated to Formula Ford 2000 and, one year later, the British F3 Championship. Despite flickers of promise, though, his F3 career would be

blighted by frustration and after twoand-a-half seasons he opted to look elsewhere, hence his presence in Sicily. He proved to be an engaging dinner companion, a fiercely ambitious young man with a keen, dry wit. Two races later he returns to the FIA F3000 community for a four-race stint in a works Leyton House – an uncompetitive proposition, although he manages to conjure reasonable results (not least eighth place on the streets of Birmingham, the car’s highest finish of the season). 21 July 1991. Paul Warwick remains unbeaten in the British F3000 Championship and is dominating round five, at Oulton Park, when suspension failure causes his car to leave the track and exposes him to an unsurvivable impact. At the time of his passing he was being discussed, once again, as one of Britain’s brightest prospects – a driver of great potential that would remain forever unfulfilled. What are Simon Arron your views on circuit

safety in 2012? Are today’s tracks too safe and safety,” Warwick says, “but I’m not sanitised or could even sure competitors appreciate the full more be done to protect extent of the MSA’s involvement competitors? Let us know behind the scenes or the huge effort at msa@thinkpublishing. and financial investment the circuit co.uk

owners make. John and I had a few arguments about how to do things in the early days, but he soon realised I wasn’t in this for the short haul – and 20 years later I’m still here. I don’t get paid for it and I don’t draw any expenses. It’s my way of putting something back into a sport that has been tough on me at times, but for the other 99 per cent it has been fantastic.”

Spring 2012 www.msauk.org 33


CL CK STRIKES 12

Budget motor sport doesn’t get more fun than sitting in the co-driver’s seat for a 12-car navigational rally, says Go Motorsport ambassador Vicki Butler-Henderson

34 www.msauk.org Spring 2012


navigational rallying

Spring 2012 www.msauk.org 35


navigational rallying

Earlier this winter, filming for Fifth Gear, I slid over from my preferred

Clockwise from above: Andreas and Vicki plan their route; their chosen car and tools for the job; working out the clues before they set off

position behind the wheel and into the passenger seat to experience the full meaning of ‘navigational’ rally. Being a circuit racer at heart, this was not an easy switch, but Intercontinental Rally Champion, Andreas Mikkelsen, took the helm. He’s 22 years old, has talent dripping from every pore and is one of the most handsome men on the planet. Riding shotgun suddenly didn’t seem a hardship at all. I found out that for as little as £15 you can have one of the most memorable nights of your motor sport life – and still have the car intact to drive home. Called a ‘12-car navigational rally’, this event is as grass roots as rallying gets, but the sport’s poster boys include 2001 World Rally Champion co-driver, Robert Reid, and last year’s WRC MINI driver, Kris Meeke. They are organised by car clubs around the country and are limited to a dozen cars each time. This legally-binding figure is, bizarrely, because of London buses. Back in the 1960s it was deemed unlawful to race on the road, but as buses ran to a clock – and therefore could be construed as racing – a compromise had to be sought. With no more than 12 buses ever covering one route, that was the number of vehicles allowed to run, providing the perfect opening for motor sport fans to devise a sport to fit.

36 www.msauk.org Spring 2012

Norwegian Mikkelsen and I joined eleven other entrants taking part in the Zebulon Pike Memorial 12-Car Rally organised by the Loughborough Car Club in rural Leicestershire, where kick-off was a very dark and cold 8pm on a Tuesday night. We were in a 180bhp Skoda Fabia vRS road car, which is the closest version of Andreas’ S2000 rally machine you can buy in a showroom. We met in a pub – always a good start to an evening – but there was barely time for a sparkling mineral water because the pressure was on for us novices. We were given all the clues to the 60-mile rally and had only 40 minutes to work them out before the off. It sounds a long time but to our untrained eyes the clues were pretty hardcore to decipher, and we eventually enlisted the help of a specialist grown-up to plot the route with us. The seasoned pros are given their clues at each of the eight checkpoints and have to decode them whilst on the move – a staggering feat that I remain in awe of. Along the way we also had to look out for countless ‘proof of passage’ (POP) boards to show the marshals you’d taken the correct route. Miss them and you’d slide down the all-important results table. We rolled up to the start at the edge of the pub car park and were counted down, WRC-style, and with the smallest wheelspin we were off.


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navigational rallying

It was going brilliantly for the first, oh, 10 metres. The first instruction I called was for a left turn, but Andreas questioned it. We slowed down, consulted the map and I realised he was right. I was deflated… Harmoniously we hoofed on for the next couple of miles, getting the route right and were going so well we’d even overtaken a few fellow competitors. We were a well-oiled machine and feeling invincible. At the first checkpoint the marshal asked where I’d written the POP boards we’d passed. Mmmmm... We’d been too busy racing up the running order that the POPs had popped clean out of our minds. I could feel the penalties stacking up already. Then, to add insult to our self-inflicted injury, we weren’t allowed to move off again until the cars we’d leapfrogged went ahead and their tale lights disappeared. At this point Andreas and I remembered the golden rule of a 12-Car Nav Rally – the average speed of the whole event is 30mph. So we slowed the pace and kept a proper look-out for the POPs protruding from various verges. And we promised ourselves not to be last. By the fourth checkpoint we were being model competitors, but all that early speed, heavy braking and constant looking down to read the map on my lap was making me feel sick. Telling Andreas to crack on, I opened the window for a ‘spot of fresh air’ hoping it was a passing malaise. Unfortunately I quickly had to open the whole door as my earlier supper made a dash for freedom, and the poor marshal at the imminent checkpoint got a bit more from me than my paperwork. “It’s not your best look,” he quipped. So honest. And as I shut the door to start the next section of the rally, Andreas remarked on the car’s new aroma, too. It didn’t get any better for me, as I’m afraid to say I chundered again, twice, leaving patterns down the side of the car that were whipped artistically by the wind. But I was determined not to let the side down, so I used hand signals to guide Andreas and maintain momentum. The last few miles couldn’t have come soon enough for me, and once nestled safely back in the pub many wily co-drivers confessed they don’t eat until after the rally. Following some jolly banter and tales of being

The ‘proof of passage’ boards used to prove to the marshals you’ve taken the correct route; Andreas and Vicki finish second from last

These rallies are fantastic for the aspiring co-driver, as well as being a good training ground – and affordable – for future drivers

overtaken by a flying Skoda early on, the results were announced. We had finished second from last and in doing so achieved our goal of not bringing up the rear (just), but we kicked ourselves because if Andreas and I had seen all the POPs, we would have come second. We both agreed how fantastic these rallies are for the aspiring co-driver, as well as being a good training ground for future drivers. It’s seriously affordable too, with the only outlay being a road-legal car and club membership. And with hundreds of similar events happening around the UK every winter, each one guarantees a memorable night out. I’ll never forget mine. For more information head to gomotorsport.net Spring 2012 www.msauk.org 39


Keep on running

Endurance competitions aren’t just for sports cars, says Lizzie Pope. Long-distance road rallying offers a cost-effective entry into the category Whoever said the best things in life are free clearly never participated in motor sport. Keeping budgets small isn’t just a preoccupation for competitors, but also for series organisers. The Endurance Road Rally Championship (ERRC) is one such body. It aims to give rally enthusiasts the opportunity to compete in a closely fought series at an affordable level, proving that rallying isn’t just for the big boys on TV with their huge budgets. Established in 2006, ERRC competitors use lightly modified, two-wheel drive cars with up to 1,400cc 40 www.msauk.org Spring 2012

petrol or 2,000cc (non turbo) diesel engines, and crews compete over around 300 miles. The daytime leg comprises a series of off-road, timed-to-thesecond tests called Special Tests. These can be anything from a few hundred metres to a few miles in length and typically use farmland, airfields and forest tracks. When night falls, further Special Tests and a short road rally await crews, followed by a chance to congratulate and commiserate over a drink. “It’s a friendly, accessible series and the events have a great atmosphere,” says Championship


road rallying

Co-ordinator Dick Appleton. “We try and keep entry fees around the £200 mark and by restricting modifications and the types of tyre you can run, it’s a more level playing field and you don’t have to splash out to be competitive.” To prove this, last summer a group of friends came together over one weekend and for under £2,000 transformed an MG ZR – with a blown head gasket, burnt valve and a fault with the ABS pump – into a competitive rally car. A few weeks later it made its competitive debut, coming home 13th from 36 finishers – and it’s been out since and hasn’t missed a beat. “Yes, you can spend more, lots more, but this level of rallying is accessible. It can be done on a budget,” said project leader Owen Turner. All cars must be fitted with a fire extinguisher, four-point harnesses and a half rollcage, but otherwise are pretty standard. So, other than a car, what do you need to get out on your first endurance road rally? A friend is a good start, each crew consisting of a driver and a navigator. You’ll each need an MSA National B licence (or higher) which costs £41 and membership The ERRC is a of an invited club, but it’s easier to friendly series and register for the championship the events have a great atmosphere. (£15) which also gives Competitors help to fix each other’s cars and there’s a mix of age and experience

membership of Salisbury & Shaftesbury Car Club. And that’s it. No specialist clothing (helmets, overalls etc) is required, although a good sense of humour, a driving licence (driver) and the ability to read (navigator) are essential. “It is fantastic value for money,” says 2011 drivers’ champion Andrew Lees who competes in a Vauxhall Nova. “The ERRC is the only way I would have been able to compete regularly on my budget. Using eBay and second-hand parts, my car was well under £2,000 to build. I love the variety the events offer. You need to be an all-rounder to do well, which makes it very competitive. “We have huge amounts of fun and have made some great friends,” he adds. “As a novice, I was welcomed and encouraged, and the friendliness of the competitors and organisers helped me enormously. A real camaraderie exists. At every rest halt, competitors are fixing each other’s cars. There’s a real mix of ages and levels of experience. With my nav Simon Lassam, we’ve worked our way up in the last five years. Our success has come not because we’re the fastest or we spend the most money – far from it. We’ve gained experience and I’ve focused on producing a reliable car. Oh, and I try and avoid ditches and punctures. If I can do it, anyone can!” Coincidentally in another Nova, 2011 was a steep learning curve for the year’s novice driver and navigator champions Dave Axford and David Thorpe, as it was their first year in the series. “We’d both competed before, over 20 years ago on stage events, and were looking for a cost-effective form of rallying,” Axford tells us. “All in, the car has cost around £2,000 to acquire and build. We haven’t skimped on parts and have tried to use the best available. “We were pretty nervous before our first event,” he continues, “but there were

ANDY MANSTON

Spring 2012 www.msauk.org 41


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road rallying The three Rs Not the ones you learnt at school, but the MSA’s Rally Review Report

The Special Tests can be anything from a few hundred metres to a few miles in length and typically use farmland, airfields and forest tracks

lots of friendly faces at signing-on with help and tips – by the time we started we knew a fair bit more than when we arrived. Our first Special Test was amazing: we both couldn’t stop laughing, we couldn’t believe how much fun it was – and challenging, too! In terms of value for money, I don’t think anything else even comes close in terms of smiles per mile. On some of the events we’ve been rallying for nearly 18 hours. Where else can you do that? And due to the standard nature of the cars, it hasn’t been too expensive. “In 2011, we did three ERRC rounds and a season of road rallies and broke one gearbox, used three sets of brake pads, six tyres and the usual service items – much cheaper than running a stage car. But as a novice, the main thing for us is that everyone is so approachable. At the start of one event, all the leading crews were working on one car to get it going right up until it was time to leave! The organisers and top crews are always ready to help.” Axford adds, “It keeps both sides of the car busy. You need a reliable car, a navigator who doesn’t get you lost and a bit of luck to do well. It’s not always the fastest crew that wins but the most consistent. Compare that to other forms of

It’s not always the fastest crew that wins but the most consistent. Compare that to other forms of rallying where the chequebook wins and nothing else comes close

rallying where the chequebook wins and nothing else comes close.” For 2012, the championship has made changes which it says deliver better value for money. “As well as the five-rally Premier Championship, this year we have the Summer Challenge,” says Matt Fowle, Challenge Co-ordinator. “Between May and August we’ve four events that prove just how versatile ERRC cars are, that will challenge our crews in new ways, with a daylight road rally, a trial, an autotest and a night road rally. It is open to all registered contenders and injects even more variety to the series.” So if endurance road rallying sounds like what you’ve been waiting for, wait no longer. With events across the country and a supportive community ready to welcome you, isn’t it time you got involved? For more information visit www.endurancerallying.co.uk or follow the ERRC on Twitter @EnduroRallying

Stage rallying is facing a tough time. Entries, competition licences and events have been dropping for a number of years, so the MSA commissioned a review which has produced key recommendations to meet these challenges. Over the past 12 months, review chair Steve Stringwell JP, Chairman of the Motor Sports Council Judicial Advisory Panel, has sought the advice of experienced specialists within rallying, establishing a review panel that met five times and which received representations from a number of guests during the year. In addition, he travelled the length and breadth of the country, seeking opinions from local clubs, event organisers, competitors and regional associations. “I don’t think that anyone expected the review to come up with a quick overnight fix, but we have made a number of recommendations for action and we have drawn conclusions for others to consider,” said Stringwell. “Some of the issues within the report are already being addressed, such as a review of component lifing, the trial of FIA Appendix K regulations on three major rallies which will extend to the MSA British Historic Rally Championship next year, and the approval of FIA R/GT regulations for implementation in January 2012.” MSA Chief Executive Colin Hilton added: “While there may not be a simple solution, the MSA remains committed to doing what it can to help this very important discipline to a strong and healthy future.” What problems do you think stage rallying faces – and what could the solutions be? Let us know by emailing msa@thinkpublishing. co.uk

Spring 2012 www.msauk.org 43


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www.fanvision.com/f1 If you’re heading to a Formula 1 race this year, whether it is the British Grand Prix at Silverstone or somewhere further afield, then FanVision offers you the chance to see more than just the corner you’re standing at. The hand-held controller – formerly branded KangarooTV – gives spectators wireless access to live broadcast feeds, onboard cameras, instant replays, official timing, team radio communications and more. Basically, all the behind-the-scenes information you could want. The company says its latest G3 model “provides an unrivalled event experience, allowing users to catch every corner, every crash and every movement of the world’s fastest sport in razor-sharp clarity.” You can pre-register or purchase a controller by visiting the FanVision website.

Sabelt Racewear

www.sabeltracewear.co.uk Sabelt Racewear are offering a special Mode Racewear package for MSA readers consisting of a FIA 3 layer Ti-100 Racesuit, FIA RS-100 Raceboots and FIA FG-150 gloves. All three items are available for £399 (inc VAT), a saving of £65 on the cost if purchased separately. Available in black, red or blue. Please call 01327 858349 for this offer or visit Sabelt Racewear’s new Silverstone Showroom at Unit 6, Silverstone Circuit NN12 8TN.

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£19.99 www.haynes.co.uk Peter Warr was one of Colin Chapman’s closest allies, so there can be no doubt his memoirs – Team Lotus: My view from the pit wall – give as good an account of the grand prix team as you’ll read anywhere. It was after Warr had passed away that his son Andrew discovered the incomplete biography, with motor sport scribe Simon Taylor finishing the book. Andrew, who works at Cosworth, says: “The unique thing about the book is that my dad understood the importance of the engineers, designers and mechanics. The drivers obviously play a huge part in the success of a racing team, but the designers and mechanics are the people that make it a team – and who often get little credit – and he wanted to tell their story.” If you’re a fan of Formula 1 in the 1970s and 80s, then this candid story is for you. Spring 2012 www.msauk.org 45


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from £3,400 plus vat www.nickygrist.com or www.stilo-helmets.com Stilo’s new ST4 Zero helmets have not only achieved the FIA’s highest Formula 1 8860-2010 standard, but according to UK importer (and former co-driver) Nicky Grist the fact it has achieved this weighing less than 1.2kg is “unbelievable”. The range of carbon helmets comes with three models: two formula versions – one with electronics in Stilo’s original F shape and one without in the new FN model – and a GT saloon car version with a peak, electronics and drinking system. According to Grist they are the “first helmets to offer safety and comfort with dramatic benefits during races”. Prices start from £3,400 plus VAT. For more information visit www. nickygrist.com or www.stilo-helmets.com

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£1,995 + VAT www.motec.com A new entry-level data logger has been released by MoTeC, which it says can be used by those with no electrical expertise or experience of dash logger systems. The programmable CDL3 Club Dash Logger, and extra “plug and play” kits, are said to offer professional-quality components including shift lights, GPS and high-quality wiring. Aimed at club-level racing, track days or driver tuition, they are designed for quick set up and when plugged together are ready to race in minutes. The CDL3 Track Logging Kit comes with 8Mb logging and MoTeC’s i2 data analysis software. Meanwhile the CDL3 Track Display Kit offers a non-logging version that can be upgraded with the data logging option. The CDL3 Track Logging Kit is priced at £1,995 + VAT and the CDL3 Track Display Kit is £1,599 + VAT. For more information visit www.motec.com Spring 2012 www.msauk.org 47


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Heikki Kovalainen tackles a fire on his Lotus T127 Cosworth at the Marina Bay Circuit in Singapore in 2010

how do i…

...TAKE PROPER FIRE PRECAUTIONS?

LAT PHOTOGRAPHIC

Being able to manually put out a fire in your competition car is a basic requirement, says Ben Anderson

As the likes of triple Formula 1 world champion Niki Lauda would attest, fire in a racing car is one of the worst prospects any driver could face. The Austrian still bears the scars of the fiery accident that nearly killed him in the 1976 German Grand Prix at the fearsome Nurburgring Nordschleife. Huge advances in safety technology mean the risks of injury or death if your car catches alight during a competition are now reduced; but that doesn’t mean they aren’t still present, or that they shouldn’t be taken seriously. That’s why it is mandatory for most motor sport competition cars to carry fire extinguishers. Fire may be more likely to kill your car than you in modern motor sport, but it is still an extraordinarily dangerous prospect. Without a properly fitted, working extinguisher on your car you won’t be allowed to compete at all, let alone court the possibility of a fire in your vehicle, so it’s vitally important that you choose the right one and fit it correctly.

We asked MSA Technical Director John Symes, and former MSA technical boss Paul Gladstone – now a consultant to fire extinguisher manufacturer Lifeline Fire & Safety Systems – to give licence holders some guidance when dealing with this crucial piece of safety kit.

“Competitors seem to think that because they have got an extinguisher it will stop the car burning to the ground, but it’s only a minimum requirement designed to buy occupants a few seconds to get out! Once a fire takes hold, you’re not likely to save the car whatever happens.”

FIRE EXTINGUISHERS ONLY BUY YOU TIME

DIFFERENT REGS FOR DIFFERENT DISCIPLINES

It is easy to see the extinguisher as a one-stop solution to all your potential fiery woes, but Symes is keen to emphasise that it is really the tool of last resort. “Prevention is better than cure,” he advises. “Minimising the chance of fire by making sure fuel and oil lines are correctly routed and specified, exhausts are not too close to bodywork, and taking care with wiring and so on is a wise investment. Remember too, that the earlier the fire is detected and extinguishers deployed, the more chance of success in containing the fire.

Rules concerning fire extinguishers can vary depending on the discipline/formula you are competing in and the jurisdiction you are competing under. Specific rules for all UK National competitions are detailed in the MSA Blue Book. As with anything, knowing the rules and following them properly should underpin your approach to fire safety. “A clubman car might only require an engine-bay system, whereas a WRC rally car, with complex fuel and hydraulic systems, should have a much more comprehensive Spring 2012 www.msauk.org 49


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gear

The extinguisher you go for will have to consider weight and capacity. Some cars require a lower minimum size of extinguisher than others

fire-fighting requirement,” explains Gladstone. “Minimum requirements may specify a small hand-held unit only, or independent hand-held and plumbed-in systems. Your own risk assessment should take these matters into account and your extinguisher selection adjusted accordingly.”

PICKING THE RIGHT EXTINGUISHER

The rules will only ever mandate the minimum, but that doesn’t mean competitors can’t fit more advanced (and expensive) systems to better protect themselves and their cars. Whatever you decide, the extinguisher must be of the right variety for competition. “Halon [gas] is recognised as the most efficient product but it is now a banned substance and we have to provide for the best alternatives,” explains Gladstone. “Contrary to popular belief, AFFF [Aqueous Film Forming Foam – the most common extinguishant used in motor sport] is an efficient medium used by all fire-fighting agencies around the world. The major difference is that fire engines can supply many hundreds of gallons of the stuff, while motor sport vehicles carry as little as 1.75 litres! “Gas replacements are available. They are more expensive than AFFF but no more so than if Halon was still permitted. These gases are nearly as efficient as Halon, but not so

environmentally damaging, so they will be here for some years to come.” The extinguisher you go for will also have to consider capacity and weight. Singleseater cars require a lower minimum size of extinguisher than rally cars for example, but that doesn’t mean you can’t go for larger and potentially more effective options. “Because they don’t make the car go faster, everyone goes for the smallest,” says Symes. “If we said bigger extinguishers would gain you 0.1 seconds, then everyone would buy them!”

INSTALLING THE EXTINGUISHER

Once you have obtained your chosen extinguisher(s), they must be fitted to your car in accordance with the manufacturer’s instructions – with careful attention paid to how the unit itself is fixed to the car, and the number, type and location of the nozzles used for plumbed-in systems. “The performance of extinguishers is more often than not compromised by installation issues,” says Symes. “Using tie wraps to hold nozzles and pipes in place doesn’t work. Fire melts tie wraps, so the nozzles and pipework drop down and the extinguishant sprays on the ground. When mounting an extinguisher remember it may weigh 5 kilogrammes or more, and if a 5-kilogramme lump becomes

Competitors think that the extinguisher will stop the car burning to the ground, but it’s only designed to buy the occupant a few seconds to get out

detached on impact and flies around the cockpit, it will hurt. Use suitable bolts and spreader plates and washers. A few self-tap screws will not do the job.” It is also important to identify the controls for your extinguisher(s), using red triangular markings with the letter “E” on them. This will help third parties such as marshals operate your system in the event of a fire. Regular checking and servicing of your extinguisher(s) is also advisable – after all, the last thing you want in the event of a fire is for your extinguisher to dribble pathetically while your pride and joy burns to a cinder...

USING YOUR EXTINGUISHER

Fire safety in motor sport is about more than just fitting the equipment. You need to know how to use your extinguisher(s) properly, particularly when it comes to operating hand-held devices. If you don’t know how to put a fire out when it happens, your extinguisher will be next to useless. “The effectiveness of extinguishers relies heavily on the technique used,” explains Symes. “Read and understand the manufacturer’s instructions. If you’re using a hand-held on an under-bonnet fire for example, don’t fling the bonnet open – ease the front up an inch or two only, so that the extinguisher can be applied through the gap. “Thankfully fires are not as prevalent as they used to be, but they can be devastating and very difficult to deal with. By doing all possible to minimise the risk of fire, it usually means the consequences are also potentially reduced.” Spring 2012 www.msauk.org

51


SPires_MSA_Spring12.pdf

1

07/02/2012

16:43

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WRR11_08_KayDeeEngineering:CruftsCat08_fullpage_A5

24/8/11

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Page 1

TILLETT RACING SEATS

Untitled-1 1

03/05/2011 10:28

Introduce the B6F and B7 FIA seats

The B6 F and B7 are unique amongst FIA seats and homologated to the 88551999 standard. Made by injection and cut by robot, each seat has a guaranteed thickness and consistency of moulding that hand laminating cannot match. They are some of the narrowest FIA seats available and the incredibly light B7 only weighs 3.5 kg. Their super rigid twin skins are comfortable even without a cover and firmly support the body without the need for shoulder support. Narrow vehicles with limited cockpit space, such as historic racers, now have two FIA seat options that did not previously exist.

Nothing endures the punishment received by the underside of a World Rally car better than Kaylan. Resistant to both high impact and abrasion, our special elastomers are purpose-built to withstand repeated flexing, extreme abrasion, and just about anything that a forest or gravel track might throw at it. No wonder then that the world’s top rally teams choose Kaylan mudflaps and underbody protection. Join the likes of Ford, Subaru, Nissan, Mitsubishi and Seat and change to Kaylan.

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13/02/2012 10:00


techno file techno

file

 re you sitting a comfortably?

If you want to ensure the best fit for your seat, then moulding kits are the way to go

LAT

Comfort is one of the keys to going quickly in a competition car. After all, if you’re distracted by something jabbing you in the side or stabbing into your leg as you drive, chances are your focus will drop and your lap times will climb. And comfort in your car starts with the seat. Get the size, construction and positioning right, and the rest will usually follow. This is particularly important in a single-seater, where space is usually tight. Unlike the majority of rally, saloon or GT cars, single-seater drivers tend to use individually-tailored foam seats, which are made by filling plastic bags with quicksetting foam that moulds itself around the driver as they sit in the car. This is a rudimentary but effective way to get the seat you need, but it can lead to problems – usually involving unset foam spilling out all over the place, or your mechanic slicing away with a hacksaw to finish the job. But a new generation of seat-moulding kits offer a better way, with a combination of a strong yet malleable plastic vacuum bag, special beads and slow-curing resin. The beads in the kit allow you to measure out your seat first, before committing to ‘blowing it’. Once Mike Hawthorn looking you’ve decided the shape, you uncomfortable in his can remove the bag from the car BRM at the 1956 and add the resin, which binds to Daily Express Trophy Meeting the beads to form the seat. This chemical reaction happens much more slowly than with conventional foam seats, allowing you to form a single-part seat on your own – with far greater scope for adjustment as you make it. The HANS brand is one company to offer the technology, which gives significant benefits over traditional technologies, according to a spokesman for distributor Grand Prix Racewear. “This kit makes it much easier to make exactly the right seat for you,” he says. “The main people that use them are

Spring 2012 www.msauk.org 53


techno file

Formula Renault and F3 teams, and they’ve also been used in Top left: Double R Formula 3 team Superleague Formula, but boss Anthony Hieatt there’s no reason why you can’t at Silverstone. Right: a moulded use them in other competition seat in action cars as part of a standard seat. “A mate of mine was making one of the two-part seats the other day, the bag split and the foam got all over his suit. It destroyed the suit, so he had to go out and get another one. The bag is the clever bit of this kit – you can give it some fair abuse and it won’t split.” In the late 1990s, Double R Formula 3 team boss Anthony Hieatt was working for Carlin Motorsport and making foam seats when he tried out the then-new bead/resin technology. “The seats were fearsomely expensive, but Trevor [Carlin] bought the rights and we went on a seat-making mission – doing seats for BAR in F1 and Volvo in British Touring Cars. But then the F3 team got more successful and we didn’t have time,” he says. “If done properly, with the right resin, these seats have less vibration through them, and if you have a rearward crash there’s more give in them for the spine, so they’re safer than a two-part foam seat or a carbon seat,” Hieatt adds. “The downside is that it costs more and takes longer to do, but it’s worth it. It gives the team manager confidence that

If done properly, with the right resin, these seats have less vibration through them, and if you have a rearward crash there’s more give in them for the spine 54 www.msauk.org Spring 2012

he’s done the best for the driver if there’s an accident.” The Real Essential Seat Resin Kit sold through Demon Tweeks has been updated for this season to include a fireproof material to cover the infill and a spray adhesive to ensure easier fitment of the material. Like the HANS kit, it comes in various sizes, depending on the size of the driver and cockpit you need them for.

“These seats are much easier to do,” says a GPR spokesman. “With a two-part [foam] seat, you have to chuck all of it in and you never know if you’ve got enough in the tub. With the beads in the HANS kit, you can get in the car and check the fit before you go for it. “Because the glue is slow-setting it gives you time to get it right. It’s time-consuming, but it means you get the best seat for you.”


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ask the experts Rallies; Speed Events; and Trials. The specialist committees are tasked with advising council of any technical or sporting issues of a regulatory nature that require its attention. In other words, it is the job of the specialist committees to create, debate and amend regulations, which they then present to council. Committee membership is entirely voluntary, and is usually set for a three-year term. Each year the MSA requests nominations from prospective candidates and all applications are considered by an appointments panel. All committee members must be part of an MSA-registered club that sponsors their application. Committee chairmen are appointed by council upon being nominated by the executive committee, which deals with day-to-day matters that cannot await a meeting of council or relevant specialist committees. The executive committee is made up of the council chairman, regional committee chairman, MSA Chairman, MSA Chief Executive and MSA General Secretary. The regional committee is one of the most important bodies in UK motor sport, providing a direct channel of communication for member clubs to raise their issues at the top table of the sport. The role of the regional committee is to comment on and suggest amendments to any rule changes proposed by specialist committees that might affect regional associations and their Member Clubs, and to bring recommendations to the attention Left: Drivers’ of the MSC. Currently chaired by briefing held under the main start-line Nicky Moffitt, regional committee bridge at the 1948 consists of one representative from British Grand Prix at each of the 13 regional Silverstone, 2nd October 1948. associations. Unlike the three-year Below: The MSA’s terms of other specialist national events and according to “Blue Book” committees, all regional its constitution, the MSC “shall association members – the draw up National Competition chairman included – serve one-year terms, Rules and will decide any questions raised and as such the associations are required to regarding the interpretation of the Rules.” submit their nomination to the committee The Chairman of the MSC is appointed by every 12 months. the MSA Board for a three-year period and is The MSC and the specialist committees can eligible for re-appointment. The current form specialist sub-committees, which meet Chairman is the highly respected FIA steward to advise, inform and comment on any Tony Scott Andrews, who took over the role in technical and sporting issues of a regulatory 2010 when former Chairman Graham Stoker and/or legislative nature. For example, the was appointed FIA deputy president for sport kart committee is supported by under new FIA president Jean the kart sporting and kart Todt. A vice chairman – technical sub-committees, currently Nicky Moffitt, while the sprint & hill climb chairman of the regional and drag sub-committee committee – is appointed via reports to the speed events the same process. committee. All subThe MSC is made up of committees comprise a representatives of the home chairman and any other countries, as well as the members who are deemed chairmen of the specialist 2012 necessary by the executive committees that represent committee. each of the main disciplines of Additionally, the MSA has motor sport: Autotest; Cross formed a number of Country; Historic; Kart; Race;

ask the experts

LAT Photographic

Our expert panel answers the big question: who makes the rules and how?

How does the MSA’s regulatory process work?

The highest authority in world motor sport is the Fédération Internationale de l’Automobile (FIA) whose regulations are consolidated in the International Sporting Code (ISC). As the sole international governing body of motor sport, the FIA regulations create a level playing field for competitors, ensure that the sport is as safe as possible and provide an independent means of arbitration when disputes arise. As a member club of the FIA and by virtue of its status as the UK National Sporting Authority (ASN), the MSA has agreed to be bound by the statutes of the FIA and uphold ISC rules in its control of UK motor sport. The FIA regulations govern any international status events held in the UK. The FIA also sets the regulations governing all competitors competing in an event of international status. At the domestic level the ISC and its principles of safety and fairness influence UK national regulations, which emanate from the sporting commission of the MSA, the Motor Sports Council (MSC). However, in terms of

Spring 2012 www.msauk.org 57


credit

58 www.msauk.org Spring 2012


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ask the experts

(K) Compet itor Safety Common Regulations for

e must be: event ther 1.2. At any Course k of the • A Cler tineer • A Scru (2.2), and orar y • Stewards ropriate. in an hon as pers if app ting act ekee rated • Tim of the Mee Page Page be remune Stewards eral ials may 1.2.1. Thebut other Offic Roll-Over 102 Gen ting allStructures ions. 150 Safety for mee who Regulat capacity ards em onsible MSA,Belts and Headrests ting 102 Stew n se specified in the nising club is resp by the Seat the Mee 156 inatedSeats, retary of ort ca ch they 2. The orga of Officials nom sp 104 Sec 1.2. or gly. ect hi or ctor w accordin 158 or e Stewards Fire Extinguishers nd in resp Event Dire g mot one mor ice the club inthe Courseework in ckgrou fees 104 The invo inate rn will nom ve k of fram goCler Fuel MSA may t. 160 Safety ppers theCells ive ba ns The even 104 theand Handica 1.2.3. The inated by who may istrat missioners ndpers rs to any , taekee gulatiodersTim will be nomthe MSA minnica nal erve Light l Com e tioObs Officials 160of RedorWarning of re er un106 cers ad otherwis Tech terna 1.2.4. All other y irements si and ‘In sed ra requ t ba sen e ar ers to the ials to be licen the Scrutine s bett Vents the pre Organis Offic 160 Tank Fillers, whic h and Caps rs ght th reader scribes 107 plPit g to certain wn up s t for ied. Observe longin require lp st si has dra Marshal in an even any person 108 pete ion be and be registered. FIA g de rs and Flag At fir g. To he are ap erve 160ThisCrushable includes Structure derat in er the Obs al may com ial. llowin tin tions maenn ing Code’. individu b or Fe quiesce 109 Rac lations or vidual 1.3. No inated as an offic daun e, the fo e regula ort of Fact tional Clumed to ac ords). in the regu Spges Circuites.Breaker External Na su gh the indi rs g rec he is nomd as an official 160 at th erve Each bes pre 109 Jud even thouhis official duti Obs(in cludin oper t which all 1.1.2. Stan nominateme of an event , shdard y out Overalls holders free Code ing FIA carr s ns Driv ram 160 fact thi the in prog 109 agai MSA pass ed event. does not undsby boshal t named ings s must allow -sanction tions erstand Helmets Spor ed Club 110 Mar Crash any MSA selves and Und brevia , one Register iate access to 162 otor ort traint ,1.4. larations lled make them‘sign on’. of M and Ab tor Sp d res ers will Goggles 110 Dec try ca appropr of Mo ntrol Page Definitions ting to or Visor of the nce an per coun and pass hold 166 Mee ntrol ial ort mentato le narsl Co iesce al Co . All MSASecretary of the 49 tor Sp ts acqu Federation FIA as so nt1.4.1 of the ation 110 ComNatio t as an Offic nor have to the such of Mo ngemen ointmen Cars t. Intern Engine ial duty Front 166 by the forceme kno n wn ntrol ical Arra ct to e single Offic their app 49 s nal Co 111 Med2.1. Subje b oruron recognisedr for the enort in its ow 2. Apart from will not have any ing of the even lation Natio gu nne Clu 1.4. runn er Re of d’Ho shall be A. Powe ielgle tor sp 49 e in theHead Restraints the hold sin neral property even orting ntrol of mo is the MS tiont, ority to interven 167 111 Offic ASN, Offic ials eti Sp ains the y the name The Ge try al rem the mp h of co auth un on the 49 ons nsing ati ity, carr and sific s co n nal Co Pass, whic ofGeneral Safety es be Recommendati 111 LiceIntern t Code for thi atio n Natio the FIA. year validwill not – NClas N MSA w the 167 The Notic 3. tion ent sen ow AS AS to 1.4. ipm e and era sho its 51 pre the , will up as the MSA ing Equ holder nually of Op try. Th licy tion y draw itted an land) tograph of the 168 Appendix 1: Tables and Drawings 118 Tim countifica Date the FIA of Ire ent tion Po bmnces ent 51 ed by and Cerch ASN maare su and blic Statem Protec be phoable. ned as curr ent Ea 1:whOffic ich ials Lice recognisThe Repu itself totran Child sfer t are defi y Policy 2: Safety Cage Drawings ix ncil, curr Appendix les , now 51 end red being cluding Safet temen Holders170 rts Cou Ru de s A App & cla Sta Pas h Co . de MS 120 licy s (ex and Healt The d the 1.5. MSA of the Motor Spo icle of the MSA tal Po 52 2.1.1. British Isle iesced in FIA an ntrol veh su ve Staff ch bers nmen cuti the mem qu co Exe viro in the of ac to t En of the s and tutes ving Code as ctor right nduc 52 of Co and ha by the Sta its sole e with the referred toDire d res Code boun ore decla accordanc llectively 52 to the Technical sections in and theref etitions in reafter co Reference should be made second of the following are raltitution as the which to for asible regulations comp ry being he A’. undertakeitsseve Cons ing Stewards the specific ting act ons in qualified neral t can finedare a particular branch resp for any of the Meeor recommended the MS Sport Ge territoat any ions ards mandatory and are Appeal against ory of even y e): ile person m the as dethey The event,sport. torStew ial. breviat prov ‘territ belowMS C, ided 2.1.ula anymotor e all for mobil obsam y at of upon any or other Offic d Ab The iled L’Auto d Au 1.tom The ference, sh A. cial and reg an deta d bod adjudicating judi de rs s .2. es Course 2.1 arding ale cognise ition l powe Code an su must not of the duti ring chand the Clerk of the the MS s of Re how the forw . ation to Defin judicia A by the bjecthea Term iss ible for ion of ever by Intern ration of Re each. ting A ons cted the for ision Mee s resp ion MS colle MS dec the mm s su of the C ha on the oint are also Roll-Over dérat al Fede est fees Structures Safety ards of Co duties. in n lation al): app The MSnferre)dmay . Stewardsany fines or prot 1.1. Stew any other .3. FIA (Fé ernation erienced g Regu nstitutio ation . 2.1.1 exp se ards hly ke of 2.1 Int co ern Co be nisin the erta Int the FIA y thoroug onsStewunduti The . undg): than and deres may theanMSA an orga er cti to by ortif rtin (othfun le r should be appointed by se motor Rules de of of thei de Ka 1.1.2. Officials ards used ho Clubs ut the ode Sp rcisab m any Introduction as the g. wit . Stew and uldt be ver2.1.2 onale of those a person who de (C orting Co e and l to who exe ervation all no rt ialsshsho oe stan nats ernati e for Kartin assitio club alon t be The Coational Sp res mus to that motor spo t 1. na gated. whats uire. senior Offic MSA various specifications and ibl ion Int following erdele The leas one y req confinedare. miss respons Intern ciple, all o of the y purpose ma or oth as sole prin inesmanufacturing, club, at activconfigurations ity is not that club in that can be used an e log A A (Com ission Club general of age and Safety .4. Th. body for the MSA. utive duti Rollbars obile the CIK-FI 1.1.3. As a 18 years2.1 sporting an Official of and installing CIK-FI Comm are Rollcages, exec tom no or and t or of n . l Au t have of aCars, at sleas who is not preparing The FIA meeting musProduction beort perso n consent risk(*) Touring Cars Saloon and tiona by the FIA a country ards into Sp tion Cages an aste Stew A Na in organisa (1.5.2), Single writte e sections Cars Motor rmation the Cars ASN: recognised power 2.1.3. The rwith Sports Racing (1.5.1), A . e may Club MSA out thes itional info ionsns ts ther fai Sports CIK-FI ation of Competition body r of sporting tomobile connec forms Through irement for add other ral even and only to the e: tish d theNotBri latio seve sed in ry Regulat se Seaters (1.5.3), l Au onsible prising FIA an in the holde exerciresp s a requ covered in this section give t. plemental Regu details Roya The up theandmee (1.5.4). even ting com Vehicles y be ort indicate ich the (The n Ltd): in the Sup Genera for each the MSA mandatory requirements .s’In a are ards rs mach has drawn2.1.4 ted to wh motor sp d). MSA ion we prin e N) tio permutations, lat C Stew poion whi of to be Th cia ich many gu lan oveulat whrent Asso le body (AS control blic of Ire the MS ral Re bes’,diffe Reg theaab cate nner, ‘the Gene gulation (SRs). That cs .indi The so legated theThe Repu le ma Re cil): in Itali2.2 an asterisk(*) uitab. known as as ‘these sho eqSRs b. wn the has de cluding s Counthe MSA. Note: Throughout these sections Text and a Clu amended in (ex . Sport ed to of , to be information A as be Isles 102s Motormmission Rules fter referr h the Code nal indicates a requirement for additional the MS cilmay (The na Natio Regulations ity wit ed by herei lation MSC orting Co nts (as to be printed in the Supplementary nform ognis s Coun e Regu in co all eve nafter The Sp Sport dy rec of thes shall govern (as hereiby (SRs). Any bo : The Motor n b: tio icle (and Clu s ca urt ee- shown in Italics indicate a Regulation which a veh lation t ls Appli nal Co Regu ) in which ee whee pre-1941 thrText of Spor Natio . ry ese or . SRs. , thr ed the rito Th in ns Mot 2.2.1. fter defin more than cle Uniond in the ter may be amended Court etitio rol of na Comp herei ) having the Auto-Cyorganise obile entitled to l Cont ed Autom defin ment with take part, ationa ol of al authority for the y Intern Contr agree l cars) ma onal Internationregulations ile whee A. ob le ernati d 1.1. Int is the soce rules anol of autom the MS above The FIAand enfor and contr that thele So . make gement ab Code ura equit enco etitions. orting a fair and 49 al Sp comp ation rcised in exe Intern 1.1.1. rs may be powe

Comp etitor Safet y

Code

Definitions

designed to 1.1.1. Safety Cage. A structural framework in the case of a prevent serious bodyshell deformation collision or a car turning over. hoop and mounting 1.1.2. Rollbar. Structural frame or points. made up of a 1.1.3. Rollcage. Structural framework lateral rollbars), two main rollbar and a front rollbar (or member, their connecting members, one diagonal drawings K5 and backstays and mounting points (see K6). of a near1.1.4. Main Rollbar. Structure consisting vehicle just the vertical frame or hoop located across behind the front seats. rollbar but its 1.1.5. Front Rollbar. Similar to main and top screen shape follows the windscreen pillars

edge. of a near1.1.6. Lateral Rollbar. Structure consisting the right or left vertical frame or hoop located along of a lateral legs hand side of the vehicle. The rear seats. The front rollbar must be just behind the front and dashboard leg must be against the screen pillar exit of or entry impede unduly such that it does not driver or co-driver. tube which is 1.1.7. Longitudinal Member. Longitudinal for rollbar, not a part of the main, front or lateral example, a backstay. tube between a 1.1.8. Diagonal Member. Transverse end of a top corner of the main rollbar or upper the opposite on backstay and a lower mounting point side of the rollbar or backstay. . Reinforcing member 1.1.9. Framework Reinforcement structural efficiency. fixed to the rollcage to improve its plate fixed to the 1.1.10. Reinforcement Plate. Metal a rollbar mounting bodyshell or chassis structure under foot to spread load into the structure. to a rollbar tube to 1.1.11. Mounting Foot. Plate welded bodyshell or chassis permit its bolting or welding to the plate. structure, usually onto a reinforcement members of a 1.1.12. Removable Members. Structural safety cage which are able to be removed. tubular member 1.1.13. Harness Bar. A transverse or backstays to attached across either the main hoop accept harness mountings.

Specifications

designed and 1.2.1. Safety cages/rollbars must be they made so that, when correctly installed, the occupants. to substantially reduce the risk of injury safety cage are The essential features of an efficient vehicle, is of that it is designed to suit the particular

150

Regulations create a level playing field for competitors, ensure that the sport is as safe as possible and provide an independent means of arbitration

that’s motor sport New National Rally Coach James Wozencroft on what to do and what not to do

The best advice I ever had was to evaluate my own performance. It’s easy just to do an event, go home, wash the car and head to the next event, but if you do that you’ll never improve your pace or results. I was advised that following events I should analyse down to the finest detail what I did well and what I could have done better. The result was that I was taking a slightly modified approach to every event, rather than doing the same thing time and again. I found that the most important thing was to be completely honest with myself; for me, one of the greatest things you can do is identify and admit to a weakness, which you can then work on. Unless you do something about a weakness it will always hold you back, whereas a strength is only a strength if you exploit it, so sitting back and doing nothing is the worst thing you can do. The worst advice I was ever given, which I ignored,

was to move up through the categories as quickly as possible. If you do that you’ll never get 100 per cent from any of the cars you drive. It takes time to reach the limits of a car’s potential, and that’s when the results really start to come. The advice I’d give to young drivers would be to put 110 per cent into every single aspect of your careers, because there are many more great drivers in the world than great driving opportunities. Don’t sit back and expect those opportunities to come to you. I would certainly say have a look at what the MSA Academy has to offer, because it will open your eyes to the many factors that combine to create complete drivers that teams want to hire. It will then help you to improve in those areas, as well as give you invaluable networking opportunities through access to some of the biggest names in the sport.

Ebrey/LAT Photographic

advisory panels with expertise in technical and professional disciplines necessary to support motor sport. There are currently such panels for: Judicial; Medical; Safety; Technical; Timekeeping; and Volunteer Officials. These panels may, of their own volition, advise and guide the MSA, council or its specialist committees about new developments that may affect the sport. These panels do not usually meet more than twice per year. All regulations proposed by specialist committees come before the MSC for debate and ratification. Before it reaches council, however, all regulations are subject to a consultation process that gives all MSA licence holders the chance to have their say on the regulation. Action sheets detailing proposed regulation changes are posted on the MSA website at www.msauk.org/ regulations. These action sheets contain both the email addresses to which comments may be submitted and closing dates by which such comments must be received. Consultation is taken into account by the specialist committees and regulation changes are often revised before being presented to council. Motions at council and specialist committee meetings are carried by a majority vote. When regulations are ratified they are written in the minutes of the meeting, which are then signed by the council chairman. Rule changes are not normally effected until the start of the following year at the earliest. Regulations can only be implemented sooner in urgent matters of safety, if the change is a relaxation or if council believes it will be beneficial. In these cases the regulation change will be posted on the MSA website and in the monthly electronic newsletter MSA News. In order to provide advance warning, all regulation changes are published on the carrier sheet of this magazine, together with implementation dates. Regulation changes ratified during the final council meeting of the year that are due for implementation at the start of the following year are also posted in the news section of the MSA website.

should be taken to are the minimum acceptable. Care for Groups, check FIA International requirements not be covered by Classes and Formulae which may ‘A’ and lower this section, which is for MSA National status events.

James Wozencroft competing in the British Rally Championship in 2006

Spring 2012 www.msauk.org 59


national court

MOTOR SPORTS COUNCIL NATIONAL COURT SITTING TUESDAY 15 NOVEMBER 2011 Guy Spollon (Chairman) Mike Garton Len Pullen CASE No J2011/20 Matthew Round-Garredo On 25 September 2011 Kart Racing Promotions Limited organised a National B. Kart Race at Llandow Circuit, South Wales. The minor competitor was competing in the 2011 EasyKart Cadet

60c.c. Championship race. His kart engine was the subject of post-race scrutiny and was declared ineligible at inspection on the basis that there had been a breach of the 2011 EasyKart Cadet Technical Regulations. The Court had the advantage of examining the allegedly illegal engine and, in particular, the piston and cylinder. The Court was unable to find any illegally sized components in the Appellant’s

engine (which were all within permitted tolerances). Furthermore the Court finds that there is no reliable evidence to show that the engine parts examined do not match the engine service history. In the premises: 1. This appeal is allowed. 2. The Appellant’s results are re-instated. 3. The Appellant’s fees are returned in full.

The National Court considers that if possible: 1. The positions of Chief Scrutineer and Eligibility Scrutineer should not be held by the same person at a meeting. 2. Measurements of all relevant components should generally be taken and accurately recorded when main prescriptions are at issue. GUY SPOLLON CHAIRMAN

SITTING TUESDAY 4 JANUARY 2012 Guy Spollon (Chairman) David Scott Rick Smith

CASE No J2011/28 MSA British Cross Country Championship

On 15/16 October 2011 Round 6 of the MSA British Cross Country Championship (the “Championship”) was held at the Nesscliffe Training Area Shrewsbury. The matter comes before the National Court under the provisions of Regulation C.9 as an Investigatory Hearing as to what happened or perhaps more particularly what did not happen at this the final round of the Championship. The findings of this Inquiry are of particular importance as they have a direct bearing on how the Championship will be decided. The National Court states at the outset that whilst it fully accepts the unavoidable circumstances that obliged the Clerk of the Course to leave the event early, it regrets however that he was not there. The two material vehicle driver combinations involved are Daniel Lofthouse and Jonathan Koonja driving vehicle no. 5 and Ian Rochelle and Chris Hammond in vehicle no. 22. On stage 13, out of the 14 stages of round 6 of the Championship, Daniel Lofthouse, driving vehicle no. 5, had the misfortune to suffer a mechanical failure when the rear propshaft(s) holed the engine sump. The vehicle was limped to the finish area whereupon frantic efforts were made to effect repairs. It appears that the vehicle was driven through the bunting after the finish line without going through the official finish timing control. The progress of the repairs to vehicle no. 5 was of critical importance to those manning vehicle no. 22 as it seemed unlikely that the repairs would be completed in sufficient time to permit vehicle no. 5 to start the Final Run at its appointed start time. A Bulletin No. 4 dated 16/10/2011 and timed 11.45 signed by a Deputy Clerk of the Course indicated that the final run time for vehicle no. 5 was 14.01 and 14.16 for vehicle no. 22. It is worth noting that under Article 18 of the Championship Regulations it is specifically noted that: “It is not the duty of any marshals to interpret regulations nor

any other written instruction to the competitor nor to explain the meaning and/or effect thereof. It is the responsibility of the competitor to read and understand the regulations and any other written instruction.” Shortly before 14.01 (there is conflicting evidence as to precisely when before 14.01) the Competitor Liaison Officer approached the crew of no. 5 and orally informed them that there was a time extension of 20 minutes on the last run. The crew of no. 22, anxious to verify the accuracy of the 20 minute extension, went to the timing control, but were unable to receive definitive advice. So too was the Start Marshall unable to help. A subsequent radio call by another Deputy Clerk of the Course then confirmed that a 20-minute extension had supposedly been given to car no. 5. The crew of vehicle no.22, who were well within their allocated time for their final run, as defined by Bulletin No. 4, then decided to embark upon their final run. As they made their way to the Start Line Time Control Area, vehicle no. 5 emerged through the bunting and proceeded straight onto the Start Line without proceeding through the Time Control. According to the statement of Daniel Lofthouse, his passage to the Start had been blocked by another competitor’s service truck. Vehicle no. 5 was permitted to start, but by this stage the time was 14.07 and therefore, on the basis of a final run time of 14.01 as stipulated by Bulletin No. 4, vehicle no.5 was 6 minutes late. The crew of vehicle no. 22 thereafter completed their final run without mishap or penalty. When the original results were subsequently issued, vehicle no. 5 was awarded a “maximum time” for the run due to being 6 minutes late. From the evidence adduced during this hearing it appears quite clear that failure by a competitor to arrive at the Start Control Area at or before the allocated time as specified in the relevant bulletin for their final runs would result in a maximum time penalty. Mr Lofthouse felt aggrieved by the result and completed a “Competitor Query Form” in which he pointed out that he had relied on the 20-minute extension period. The reply to the “Competitor Query Form” signed by both the Deputy Clerks of Course is that: a) Vehicle No. 5 should have been held at the Start Line regarding the question of the added time. b) Vehicle no. 5 had approached the Start from the

wrong direction (pits access road) and was allowed to start before a hold could be placed. c) In approaching the Start from the wrong direction, the vehicle did not pass the Start Arrival Board. Mr Lofthouse was not satisfied with the decision made and, accordingly, at 15.04 (submitted at 15.08) filled out an MSA Protest/Appeal Form, paid his fee of £200 and again complained that notice had not been taken of the 20-minute extension start. At an unknown time, but approximately 15.50, there is recorded the joint Deputy Clerks of Course decision, namely that: “Custom and practice which has been in place at all events held this year has been to add on time for hold-ups which have been out of our control (blockages and recovery, etc) after the issue of final run times.” Much of the form has not been completed, but what is clear is that: a) The declared “decision” is in reality not a decision, but a statement of fact. It does however reflect the well-established practice that late arrivals for final runs invariably result in maximum time penalties. b) Although the initial query could be dealt with by the Deputy Clerks of Course, it was entirely inappropriate for there to be thereafter a protest to the same persons. What should have happened, but did not, was for there to be an appeal to the Stewards of the meeting. c) The so called protest was decided without: i. All relevant parties being notified of the hearing and advised of their entitlement to call relevant witnesses. ii. Officials who might be required to give evidence being notified of the hearing. d) There is no recording as to how long the matter was considered and, more importantly, when the decision was formally given. e) According to paragraph 10 of the Competitors’ Final Instructions, final run times would be issued through a bulletin which quote “will be issued after the commencement of the second run on each day of the event”. There appears to be no provision at all for oral final run times to be given and, accordingly, all competitors are obliged to rely on Bulletin No. 4. Spring 2012 www.msauk.org 61


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national court The second Provisional Results Document appears to have been signed off at 15.53. Perhaps not surprisingly upon the posting of these results Ian Rochelle and Chris Hammond immediately decided to challenge them and requested the appropriate documentation from an event official. Although strictly a formal appeal form is not required, this was not known or announced by any of the interested parties as a consequence of which some 10 minutes was lost in time. When eventually provided, the Protest Appeal Form was completed by Ian Rochelle in 14 minutes or thereabouts and submitted at 4.24. The complaint in essence related to the fact that as no official last run start time extension had been issued to be signed up to by competitors, and with vehicle no. 5 having left the Start Line 6 minutes late, a penalty, namely a maximum time should have been awarded. From the documentation, it appears that the complaint was: a) A gain regarded as a protest. b) Dealt with by the Deputy Clerks of Course who c) R ejected the matter on the basis that the 30 minute protest period had been exceeded. The documentation is dated and signed at 16.35. Ian Rochelle and Chris Hammond maintain that they were told that they were “one minute late” and nothing could be done as the MSA Steward at the event had made his decision on the subject and it was final.

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From the documentation produced, it is clear that none of the material boxes have been completed. In particular, there is no time recorded for when: a) The protest/appeal was first intimated. b) The hearing was decided. c) The Decision was actually given. It is regrettable that the relevant paperwork was not completed satisfactorily, but it certainly appears that the 30-minute protest period may well NOT have been exceeded and that an appeal should have been permitted. For an event of this importance, which was part of an MSA British Championship, we have to note that sadly judicial procedures were not properly implemented and the protests/appeals by the crews of both vehicle no. 5 and vehicle no. 22 were seriously flawed. Under Regulation C.9 the National Court, having heard such evidence as it considers appropriate, can make such orders as it deems appropriate. The matter of critical importance in this case is whether the maximum time penalty originally imposed on vehicle no. 5 was or can be justified for his final run being started 6 minutes late. In the opinion of the Court, it can as: a) It is the duty of the competitor to read and understand the regulations of an event. b) The final instructions for the event stipulated that: i. Each competitor will be issued with a start time via a bulletin.

ii. A Bulletin (no.4) was properly issued giving vehicle no.5 a start time of 14.01. iii. Competitive vehicles and crews must be within the Start Control Area at or before that stipulated time and ready to start. iv. V ehicle no.5’s actual start time was 6 minutes late. c) Under the provisions of P.24.1.4 of the Blue Book, which covers all cross country events, any competitor not reporting as instructed may be fined, EXCLUDED or forfeit their starting position. d) It was the well-known and established norm in this Championship that late arrival for “last runs” would invoke the maximum time penalty. The National Court considers that the following additional points should be made: a) The two decisions of the Deputy Clerks of Course were so seriously flawed as to be invalid. b) The regulations for this event were seriously lacking in detail, particularly with regard to penalties for breach of rules and/or regulations. c) The officials at this event did not comply with their own or the relevant MSA regulations. The results of the event in question will be re-issuedin compliance with these findings, namely that the maximum time penalty originally imposed on vehicle no. 5 should stand. GUY SPOLLON, CHAIRMAN

15/02/2012 15:48

Spring 2012 www.msauk.org 63


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opinion

Simon says.. Why is it that Finland and Scotland have spawned such a high number of champions, leaving the likes of Italy trailing behind? Simon Arron has the answers

Simon Arron is a former editor of Motoring News and Motor Sport. Now a freelance F1 writer, he contributes to titles including Motorsport News and writes a blog for the Daily Telegraph’s motoring section

Finn to start a world championship F1 race when he contested the 1974 Swedish GP at Anderstorp. Six others have since qualified for grands prix, four of them winning races and three emerging as world champions – an impressive strike rate, per capita. Scotland also has a fruitful track record. It might be a thinly populated country blessed with mountains and sheep, but it has so far produced two F1 champions (Jim Clark and Sir Jackie Stewart, with five titles between them), Britain’s first world rally champion (the late, great Colin McRae) and a string of truly top-class international drivers, including impressive F1 rookie Paul di Resta, Audi endurance talisman Allan McNish and serial IndyCar winner Dario Franchitti. A few years ago I discussed this rich and apparently infinite seam of talent with Scottish motor sport Scotland has a historian Graham Gauld. Part of the secret behind fruitful track record his country’s success, he felt, was that drivers of producing top tended to hone their roadcraft on poorly surfaced, drives, including Sir Jackie Stewart often slippery lanes, much like their Finnish and Jim Clark shown counterparts, so car control was second nature. here at the 1966 Monaco Grand Prix Moreover, though, the sport had always been “In this business you socially inclusive: such had been the appetite for obviously have to be fast, motor racing in post-war Scotland that everybody but you need luck, too. When I was karting I raced pitched in together, whether they were laird or against some very talented people. A few made it all locksmith. The upshot was that opportunities were more the way to Formula 1, like me, but there were days equally available. A long way, then, from the “right when I would finish about 25th. There were lots of crowd and no crowding” motto previously preached at drivers just as good as I was, if not better, but there are Brooklands... only so many seats in F1. So much depends on being in Without wishing to upset a few MSA readers, I know the right place at the right time...” which approach I prefer. Fernando Alonso made this refreshingly down-toearth proclamation in 2004, when he was almost 23 and had but a solitary grand prix victory to his credit. Within 18 months, though, he would become Spain’s first F1 title holder – a long wait for a country that had constructed its first purpose-built grand prix circuit back in 1923, 27 years before the world championship’s inception. Motor sport has a penchant, though, for demographic peculiarity. How else do you explain the fact that Italy – as passionate a hotbed of racing as any – produced three of the first four F1 world champions but hasn’t mustered one since? Or that China, home to more than 1.3 billion people has yet to conjure its first truly top-line driver? That second statistic is, of course, simple to explain, because China has little motor sport infrastructure. Somewhere within its population, there will be youngsters with the right blend of coordination and attitude to succeed in motor sport, but they don’t realise it because they’ve never had chance to find out. The opposite is true in Finland, a country of only 5.3 million inhabitants. Leo Kinnunen became the first

LAT

66 www.msauk.org Spring 2012

Motor sport has a penchant for demographic peculiarity – China has yet to conjure its first truly topline driver


If undelivered, please return to Motor Sports Association, Motor Sports House, Riverside Park, Colnbrook SL3 OHG

rule changes do not throw away!


rule changes

Decisions taken at the Motor Sports Council meeting of 29 November 2011 that affect regulations in the Competitors’ and Officials’ Yearbook Consultation and ratification

will also be incorporated into the next available edition of the relevant MSA Yearbook(s).

The Motor Sports Council must consider all new regulations proposed by the Specialist Committees. The regulations are first published on the MSA website so that comments may be received before they are presented to the Motor Sports Council for approval, incorporating any modifications that result from the consultation process (which may have included review by another Specialist Committee or Advisory Panel). Approved rule changes will be published here and

Regulation changes are shown as red additions or struck through deletions. A dotted line (…) indicates that the regulation contains further wording that is unchanged and has been omitted for space reasons. The dates of implementation are stated immediately above the Regulations, while reasons for the changes are given below.

(B) Nomenclature and Definitions

(D) Organisers

Date of implementation: 1 January 2012 Taster Event: An entry level competition where to encourage first time participation in Motorsport, participants will be deemed to be a member of the club for the day. Clubs may organise no more than one of each type of prescribed event per year to recruit new members and participants.  Reason: The proposed wording would allow a club to run one event of each appropriate discipline in the course of the year that could be open to non-members of a motor club and general members of the public while still operating under an MSA permit. 

Date of implementation: 1 January 2012 4.5.6. Clubs may organise no more than one event of each type prescribed in 4.5. per calendar year as a “Taster Event” where, provided the MSA has granted specific approval, members of unrecognised clubs or members of the public may participate but not officiate and will be deemed to be a member of the club for the day.

Date of implementation: 1 January 2013 Control Fuel Fuel supplied from a defined source with chemical composition monitored in a manner defined by MSA Regulations.  Reason: There is often reference to a “control fuel” for which there is currently no definition.  Single-Seater Racing Car. (a) ... (b) It must be possible to enter or leave the Driver’s seat without it being necessary to remove or detach any part of the vehicle, other than the steering wheel, side impact protection systems, including those incorporating the head rest, or seat belts/ harnesses. (c) ...  Reason: It is considered that this wording has served well for many years but it is appropriate to update it to reflect changes in vehicle design. 

Explanation of format

34.8. The Testing of Vehicle Fluids other than fuel 34.8.1. Three samples, each of equal volume, will be taken at the event/competition venue and must be labelled and sealed. One sample will be tested by an MSA approved official using approved test equipment in accordance with MSA approved procedures. 34.8.2. The principles applied to the testing of fuel samples in 34.3.2 to 34.7. must be followed as appropriate for the testing of such other vehicle fluids.  Reason: To give guidance on the sampling, storage and notification procedures to be followed for the testing of vehicle fluids other than fuel.  (F) Emergency and Medical Services Date of implementation: 1 January 2013 7.1. The Chief Medical Officer at all events will:

7.1.1. Prepare a duty roster in liaison with Deploy their team, in conjunction with the Chief Incident Officer/Safety Officer and the Clerk of the Course, deploying their team so that principal danger areas are under supervision and particularly ensuring that at least one doctor is on call in the pits or paddock area. to ensure adequate cover for the event and that the medical centre, if present, has medical cover.

cut out and keep Updated rule changes to your Competitors’ and Officials’ Yearbook


7.1.2. Allocate duties to all available doctors after ensuring that each is adequately equipped with oropharyngeal airway, large field dressings or the equivalent and, each member of the team, appropriate to their skills and qualifications. Ensure each team member is familiar with the venue, facilities, equipment, the means of summoning assistance and of disposing of casualties casualty evacuation and removal.

7.1.11. If appropriate see that the Medical HQ is open and staffed as a casualty station.

7.1.3. Ensure each doctor should make a point of introducing team member introduces themselves to adjacent marshals, and in particular to those through whom Race Control will be informed of ambulance movements. the personnel they are stationed with, confirms and checks the means of communication and with event control.

7.1.13. Report to the Clerk of the Course, via event control, when the above points have received attention and they are satisfied that the medical organisation is adequate for practice or racing to begin. facilities are appropriate for the event, raising any regulatory detail with the Clerk of Course and MSA Steward.

7.1.4. Identify with the Clerk of the Course and Chief incident/Safety Officer the locations specified for Medical Intervention / Rescue Unit and ambulances vehicles at the venue unless such is detailed on the relevant MSA Track Licence.

7.2.1. In the event of an accident involving If a competitor receiving is injuriesed in an accident such that, or it otherwise being considered that , the competitor no longer meets the necessary medical requirements or presents with other medical conditions, such that it is considered inappropriate for them to continue to compete, then, the Chief Medical Officer, in consultation with will request the Clerk of the Course shall to withdraw the competitor’s licence upon medical grounds. and advise The Chief Medical Officer should pass a report to the MSA (via the MSA Steward) of detailsing of the nature of the injuries/medical condition suffered. The MSA will hold such a suspended licence as suspended until such times as the driver holder has been is medically cleared medically.

7.1.5. Settle with the leader of the first aid personnel the locations of their team, and the arrangements for relief. 7.1.6. Satisfy themselves that all first aid posts and ambulances are adequately Ensure that all medical vehicles and the Medical Centre (if applicable) are equipped to the MSA minimum specified level. 7.1.7. Ensure that all first aid personnel are aware of the method of calling aid and of disposing of casualties, and that an ambulance may depart from the meeting only on the instructions of the CMO in consultation with the Clerk of the Course medical staff have reliable communication with event control and the public telephone service, either by radio, mobile phone or a nearby landline. Ascertain the telephone numbers for the designated hospitals and if possible the relevant NHS Ambulance Control. 7.1.8. Ensure that drivers of ambulances and rescue units emergency vehicles are fully aware of the need at all times to preserve free access for their vehicles to the track and that and/or internal roads; that the latter should always be preferred except in dire. They know the evacuation routes for the venue and the route(s) to the designated hospital(s).Ensure that all emergency vehicle drivers are aware that they must not enter the track 0without explicit permission from Race or Rally Control. They should proceed only in the direction in which the event is being run, unless explicitly otherwise instructed. that an ambulance may not cross or proceed onto the track until instructed to do so by a doctor with the approval of the Clerk of the Course. 7.1.9. When on the track an ambulance must always obey Marshals’ signals and travel only in the direction in which the event is being run; and that the Ambulance drivers know the appropriate route to the hospital chosen for that meeting (Drivers should be instructed to return to the circuit as quickly as possible after delivering a casualty).

7.1.12. Determine the location of a telecom phone, provide themselves with the necessary coinage or charge card, and note telephone numbers of the hospital in use and of the ambulance pool if known.

7.2.2. Medical examinations leading to the issue of a MSA medical certificate are not permitted at an event (H10) 7.2.3. The appropriate local hospitals authorities must be notified by the event organisers of a meeting as to the time and venue, date and times of the meeting. including practice. 7.2.4. Where regulations call for an Ambulance the vehicles should be large enough so that the Doctor, MSA registered paramedic or Crew Member to operate without restriction of movement. Low roofed vehicles should be avoided to permit medical attendants to work without restriction. 7.2.5. The Chief Medical Officer at Speed and Kart Race Events should satisfy themselves that they have available adequate equipment and materials to enable them to carry out duties within their training and experience. The Chief Medical Officer shall assist the MSA Steward in the completion of the MSA Medical Statistics Form in order that the MSA is able to collect data as part of the MSA risk Management Programme.  Reason: This entire section has been reviewed by Medical Advisory Panel in the interests of ensuring compliance with current requirements and practice, taking the opportunity to both shorten and clarify wording as appropriate. (G) Officials 

7.1.10. Assure themselves in conjunction with the Clerk of the Course that at points where ambulances may have to cross the track all personnel concerned are prepared to handle such a situation safely and efficiently any personnel located on evacuation routes are briefed as to their role in assisting casualty evacuation.

✃


(G) Officials Date of implementation: immediate 15.1 All doctors attending motorsport meetings as medical officers must be in possession of a valid licence to practice, members of a recognised medical defence organisation and covered by insurance for work outside of a hospital. Foundation Year 1 and Foundation Year 2 doctors may not act as medical officers at an event. Trainees beyond Foundation Year 2 must ensure that the Approved Practice Setting restriction has been removed from their licence by the GMC.  Reason: It has become apparent that many medical practitioners are unaware that the Practice Setting restriction imposed on Foundation Year 1 and Foundation Year 2 is not automatically removed by the GMC on completion of an individual’s Foundation Year 2 period. Unless this restriction is removed the licence to practice is not valid outside of the individuals’ normal place of work.  (H) Competitors: Licences Date of implementation: 1 January 2012 8.2.5. *Anyone who is entitled to an International ‘A’ or ‘B’ Kart licence and who passes a written examination. **

8.2.7. *Anyone, during the year of their 16th birthday, who is entitled to an International ‘B’ Kart licence, (or is otherwise approved by the MSA) and who passes a written examination. The National ‘B’ Race licence will be issued to the Race Organising Club. The use of this licence will be restricted to specifically authorised Race Championships and will be held by the Club until the competitor reaches their 16th birthday.** 8.2.8. *A National ‘A’ Race licence may be applied for by a holder of an International Competition Licence issued by the Auto Cycle Union and providing that proof is produced of competing in International motor cycle racing during the preceding five years, subject to passing the ARDS written examination. ** *As the written examination is based on the Competitors’ Yearbook and other information contained in the ‘Go Racing Driver Pack’, it is recommended that the pack is purchased in these exemption categories. ** For those applicants who have no competition car driving experience or who do not hold a road driving licence no exemption from the ARDS course is permitted. Proof of competition car driving experience will be required to accompany your application for a Car Racing licence.  Reason: In order to address concern expressed by ARDS of applicants with no car driving experience. 

General Practitioner (GP) before applying for their first licence following their 18th 14th birthday. Thereafter they will be required to complete an annual medical self-declaration until the age of 45. Applicants 45 years of age and over must undergo and pass an annual medical examination. The Competition Licence must be issued within 3 months of the date of the medical after which time the report will need to be revalidated by the examining GP. For International licence requirements for those 45 years and over, refer to 11.  Reason: The increase in classes for teenage competitors has led to significant numbers of licences being issued initially on self-declaration. If a competitor competes for 3 – 4 years and is then discovered to have a medical condition incompatible with holding a competition licence, this leaves the MSA in an embarrassing situation. Overall there is no increase in costs for the competitor.  (J) Competitors: Vehicles Date of implementation: 1 January 2012 4.1.3. Certain types of competition have special requirements which will appear in SRs (Subject to approval by the MSA) (see U.17.25 to 17.28 for Kart Numbers and Q11.4. for Circuit Racing).  Reason: Having run a successful trial in the BTCC during 2011 both the Technical and Timekeeping Advisory Panels have no objection to the proposals.  (Q) Circuit Racing Date of implementation: 1 January 2013 3.4. Junior Car Racing

3.4.1. The MSA may authorise a maximum of four Junior Car Racing Championships annually, each of which must be endorsed and submitted for approval by an MSA recognised club. The MSA shall however have the right to exceed the above maximum number in circumstances which the MSA considers in its sole discretion to be appropriate or where the FIA has given approval. 3.4.1.2. The MSA will licence Junior Car Racing Championship Organising Clubs and such licences will remain valid for 3 years, when prospective Organisers may again apply for a licence.

Date of implementation: 1 January 2013

3.4.2. Any new manufacturer backed Junior Car Racing Championship must have guaranteed manufacturer support for a minimum of three years. The promoting Club must lodge with the MSA a commitment fee or must issue MSA with formal confirmation that they themselves hold a commitment fee in this respect. In the event that the commitment fee is held by the MSA it will be forfeit if the Championship fails to take place, or ceases prematurely during its first three years.

10.1.1. An applicant 14 18 years of age or over applying for a Car, Truck or Kart (not Kart Clubman) Racing Competition Licence must pass a Medical Examination by their

3.4.2.1. Providing that the Championship has run as specified during its first three years, the fee will then be returned, without interest, to the Club. In the event that


the Club has lodged formal confirmation with the MSA that they hold the commitment fee and the Championship fails to take place, or ceases prematurely during its first three years the Club will take responsibility for any commercial liabilities of the Championship.

11.4.1. The numbers for each rear side window, which shall be; (i) a minimum of 200mm high (ii) with a stroke width of at least 20mm (iii) coloured reflective yellow.

3.4.3. Each Junior Car Racing Championship should achieve an average of 12 starters during any one year in order to retain Championship status.

11.4.2. In addition, the windscreen of all cars must display the competition number positioned on the upper area of the passenger’s side of the windscreen, as follows; (i) the numerals must be at least 150mm high (ii) be in the same colour and font as those displayed on the rear side windows (iii) be placed no closer than 50mm from the lower edge of the windscreen “sun-strip” and 50mm from the side edge of the windscreen.  Reason: Having run a successful trial in the BTCC during 2011 both the Technical and Timekeeping Advisory Panels have no objection to the proposals. 

3.4.4. A Junior Car Racing Championship will be permitted to accept registrations from Drivers who have achieved their 14th birthday who will be permitted to continue until 31st December of the year of their 17th birthday. 3.4.5. H8.2.1. applies and competitors must satisfactorily complete the extended ARDS course specifically designed for Junior Car Racing. 3.4.5.1. The Competition Licence application must be endorsed and submitted to the MSA by one of the Junior Race Championship Organising Clubs.

(R) Rallying

3.4.5.2. This Licence will state ‘Junior Race Formulae Only’ and will be held by the Junior Car Racing Championship Organising Club.

Date of implementation: 1 January 2013 Duties and responsibilities of the Clerk of the Course

3.4.6. The Junior Driver will be permitted to participate in those Championships authorised by the MSA and the licence holding Junior Race Championship Organiser will be authorised to copy the held licence and pass to the fellow Junior Racing Championship organiser(s), if required. H22.1.2 to H22.1.4. will be waived in this respect.

24.4.5. On any special stage where extreme circumstances make it necessary to authorise the movement of non-competing or rescue vehicles before the stage is cleared of competing cars, a system of Yellow Red Flags must be in place. These can only be located at radio points and will only be displayed on the specific instruction of the Clerk of the Course or Stage Commander. Red Flags must only be used when there is a possibility of non-competing vehicles and rescue services moving on a stage AHEAD of competing cars. There must always be a Red Flag displayed at the point where rescue and emergency vehicles join the route of a stage. These should be located at mid stage rescue points and all locations where a rescue/ emergency vehicle may re-enter the stage following a shortcut and at each radio location these vehicles subsequently pass. They can only be displayed on the specific instruction of the Clerk of the Course or Stage Commander. Yellow Flags must only be used when there is a possibility of non-competing vehicles and rescue vehicles moving on stage AHEAD of competing cars.

3.4.7. Only the MSA is permitted to authorise a Junior Driver to participate in the Motor Sport Ireland Junior Car Racing Championship, any issued licence will be retained by the MSA in this regard. 3.4.8. The MSA Junior Car Racing licence is not valid for any other event or discipline. 3.4.9. Once a Junior competitor reaches 16 years of age he/she is eligible to be issued a Race National ‘B’ licence. Upon issue of a Race National ‘B’ licence (unrestricted) and competition within Car Racing events the Driver will no longer be eligible to again be issued the Race National ‘B’ (Junior Formulae) licence nor to compete within the Junior Racing Formulae.  Reason: To legislate for current practice and to formalise the requirements, the outline for which has already been agreed by Motor Sports Council.  Date of implementation: 1 January 2012 Competition Numbers and Identification (J.4.1.8, J.4.1) ... 11.4. Championship Regulations (Subject to approval by the MSA) may require competition numbers to be moved to the rear side windows (above the drivers’ name) on the vehicle in which case:

Yellow Flags must be prominently displayed (held out steady not waved) by a designated marshal who MUST wear a marshals’ tabard. Yellow Red Flags shall measure a minimum of 60cm x 70cm.

24.4.5.(i) Competitors who have been shown a Yellow Flag will be given a notional time for the stage. 24.4.5. (ii). Yellow Flags will be displayed to competitors only on the instruction of the Clerk of the Course or the Stage Commander. The time of the deployment of the Yellow Flags will be recorded and notified to the Clerk of the Course. 24.4.5. (iii). No flag other than a Yellow Flag may be deployed at any point along the route of the special stage.


Competitors 25.6.4. Competitors who are shown a Red flag on a stage where they have been notified in advance that such a system is in operation must cease Competition and come to a standstill at the side of the road or track as soon as possible. On passing a Yellow Flag displayed by a marshal wearing a marshals’ tabard, the driver MUST immediately and significantly reduce speed. The driver will then maintain this reduced speed, whilst being prepared to stop, until the end of the special stage and follow the instructions of any marshals and/or stage safety personnel. Failure to comply with this rule will incur a penalty at the discretion of the stewards.  Reason: This revised process updates the current procedure and harmonises flag colour with that of the FIA. Safety  Date of implementation: 1 January 2013 46.3. Category 2. Any car not complying with 46.2 that may be authorised for use at the discretion of the MSA including cars homologated and remaining fully compliant with FIA R/GT regulations.

48.2.7. The engine capacity of FIA R/GT cars complying with 46.3. shall be limited to the current FIA Regulations.  Reason: To permit the use of rally cars compliant with FIA R/GT in national events.  Date of implementation: 1 January 2012 48.2.8. Historic Rally Cars that are fully compliant with 49 are permitted without a restriction on engine capacity in Stage Rallies.  Reason: A consequence of the major changes to Stage Rally vehicle eligibility that came into effect in 2009 was the imposition of capacity limits on Historic Rally Cars issued with a CCLB after 1st January 2009 when competing in Stage Rallies other than Historic Stage Rallies. Relaxation and Clarification. 

48.7.2. Cars must be fitted with a self seal connector of a type complying with J5.13. Except as provided for in J5.13.7 cars issued with a current CCLB prior to 1st January 2009 are not required to have a self seal connector.  Reason: Relaxation. It was not Rallies Committee’s intention to require the fitting of Dry Break Couplings to older rally cars competing at club level. This applies solely to fuel injected cars with a CCLB issued before 2009 competing in championships that are neither British nor MSA Titled.  (U) Karting Date of implementation: 1 January 2013

Nomenclature and Definitions – Karting This section of nomenclature and definitions must be read in conjunction with those given in section B of this publication.

Kart. A small four wheel racing vehicle with a rigid frame and no suspension of the wheels. The engine(s) drive the rear wheels only and these rear wheels must be joined by a single piece rear axle with no differential action between them. The Driver will be seated with feet to the fore. Kart Class. A category within which Kart racing takes place defined by the engine or some other means. Region. A grouping of individual Kart Clubs as recognised for the time being by the MSA Kart Committee.

1.1.4. Full details of all approved classes are contained in the current MSA Kart Race Yearbook. 1.1.5. Full details of the homologation procedures for both chassis and engines are available from the Technical Department of the MSA. New Kart Classes 1.2. The development of a new Class must follow the procedures as set out below: The acceptance by the MSA of any new Kart Class is subject to the proposed Class being currently certified under the MSA Kart Class Homologation Regulations, which are available from the Technical Department of the MSA. 1.2.1. The new Class must conform to the definition of a Kart given in Nomenclature and Definitions. New Kart Classes will only be homologated at three yearly intervals, the next period commencing 01.01.2014. Applications for new Kart Class homologations must be made in writing to the MSA by no later than 31st March of the year preceding the next period. 1.2.2. With the exception of any CIK homologated or registered engines, the Class must have a maximum engine capacity of 250cc if it is of two-stroke design. Exceptionally any CIK recognised and/or homologated Class may be introduced by the MSA at any time. 1.2.3. If the engine(s) is of a direct drive four-stroke design, the maximum permitted total engine(s) weight is 40kgs and a total engine(s) maximum of 30bhp. 1.2.4. If the engine has a gearbox, a maximum of six gears is permitted and a maximum of 80bhp. Class regulations may impose further limitations. 1.2.5. The performance of the complete outfit must fit within the preceding point above and should fit in the Boxed Class Structure as defined in the current MSA Kart Race Yearbook. 1.2.6. Any new Class must have its concept registered within the MSA prior to its use within MSA-approved race meetings. Its performance will also be checked in order to determine its placing within the preceding point above.  Reason: In order to provide greater stability to the Kart Class structure new classes will be introduced via a homologation period as defined. These proposals to be read in conjunction with the New Class Homologation Regulations.


Date of implementation: immediate

17.8.9. Have any studs with more than 3 threads protruding from the rear of the kart covered with appropriate nuts, caps or suitable protective cover. 17.13.12. Have any studs with more than 3 threads protruding from the rear of the kart covered with appropriate nuts, caps or suitable protective cover.  Reason: On the grounds of safety in order to minimise damage caused by an exposed projection. 

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