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the gazette

Sheffield & Hallamshire Motor Club Volume 60 - Issue 5 - May 2009

www.sheffieldandhallamshiremc.co.uk


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Cover Image © RallyRev Photography 2009

Sheffield & Hallamshire Motor Club - Officials President

Steve Flanaghan

President Elect

Anthony Jones

Honourary Secretary

Brian Woffenden

Honourary Treasurer

Bob Asquith

Chairman

Mike Jones

Vice Chairman

Roger Willey

Secretary

Mary Jones

Car Committee

Steve Flanaghan Pete Howgate Paul Screaton Alex Kirk-Willey Roger Willey Paul Edwards

Membership Secretary & Advertising

Steve Flanaghan

0114 2471963 mandmjones@sky.com

Treasurer

Craig Hardman 07884 165114

Gazette Editor

Matthew Screaton 0031(0)62 604 7110 shmc@msmdesigns.co.uk

01246 411362

Association Representatives: ANCC

Roger Willey / Pete Howgate

EMAMC

Alex Kirk-Willey/Steve Flanaghan

ANWCC

Mary Jones

Yorkshire League Pete Howgate

Car Captain

Roger Willey

ANEMMC

Mary Jones

Club Headquarters

Abbeydale Sports Club, Abbeydale Road South, Sheffield S17 3LJ

Auditor & Registered Office

Tingle Ashmore Ltd, Enterprise House, Broadfield Court, Sheffield S8 OXF

ARTICLES FOR INCLUSION IN THE GAZETTE SHOULD REACH THE EDITOR BY THE 21st OF EACH MONTH The inclusion of any article in this publication does not imply that Sheffield & Hallamshire Motor Club Limited, its Officers, Editorial staff, or its membership base, shares any opinion expressed therein. ‘the gazette’ is a monthly magazine designed, produced, edited and published by MSM Designs on behalf of Sheffield & Hallamshire Motor Club Ltd. © 2009 MSM Designs and Sheffield & Hallamshire Motor Club

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Editorial

T

his time last month I wrote about the possible pace of Brawn GP at the opening few races of the season. Well, what a debut it has been. Jenson Button has silenced his critics with 3 consistent, top-drawer drives, in a car which was undoubtedly the class of the field until the teams arrived in China. Also predicted though, was the controversy surrounding the diffusers of the Brawn, Williams and Toyota teams. For the first time in what seems like an eternity, common sense prevailed and the diffusers were ruled to be legal. This was the only logical answer, with the diffusers having passed inspection by the FIA’s own scrutineers at the two previous Grands Prix. I have to say I’m really pleased that Brawn are doing so well, and also that the changes to the cars do seem to have improved the racing. Hopefully the off-track politics will be kept to a minimum from now on, and we can concentrate on a great year’s racing. I ventured to Belguim at Easter for my first motorsport action of the year. With no car and no-one around here to get a lift with I had to resort to a coach and then the train to get to Warneton, (literally) a stone’s throw from the French border, not too far from Lille. Staying from Friday to Tuesday presented it’s own problems too, as most of my camping kit is in England. So with no stove or camping mat and not even a decent torch, but after rooting out my girlfriend’s tent and sleeping bag, I set off with what little kit I had and a massive bag of food to last me until Tuesday. As is always the way with these things, as soon as I arrived I met someone from Holland who doesn’t live that far away from me, and was then told that each evening during a race weekend they put on a decent meal for the drivers and teams. I was then offered a garage to put the tent up in so it wouldn’t get wet, with some soft mats in there that I could put under the tent to sleep on. Typical. The racing itself was good; bumper to bumper, wheel to wheel action, just like you’d see at Bristol or Martinsville in the States. Our ASCARs will take a little time to get up to the absolute pace of their new Late Model rivals as despite them looking similar on the outside, under the skin they are completely different beasts, originally designed to do completely different things. The action will be on Motors TV sometime soon, and in the meantime you can read my full race report (written for the official website), on page 18. I must say thanks for two great articles this month, with Paul Edwards’ retelling of his trip to Cyprus for the World Rally Championship, and the first half of Mike and Mary Jones’ tales of their New Zealand trip last autumn. But with the season now in full swing it’d be great to see a few more of your race reports in my inbox. Remember - I know you’re out there...

Matthew Screaton Editor shmc@msmdesigns.co.uk

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Sheffield & Hallamshire Motor Club


President’s Stage This month we give a (belated) welcome to our new President, Steve Flanaghan. Here in his first Presidential piece for the gazette, he recalls his time so far at Sheffield & Hallamshire Motor Club.

I

joined Sheffield and Hallamshire in 1972 when the club met at the Highcliff Hotel, with the meetings at that time being a joint affair with the bike section. The room was packed with both members from both sections and a “leader of the pack” type, hairy, leather-clad biker which I later got to know as Dr Keith Wilford, who turned out to be more of a petrol head than a Hell’s Angel and a car section member to boot. I was a bit pensive at first. I think the fact that the meeting had “event reports” from both sections soon lead me to realize that they were all interested in motorsport of some kind or another. The first event in which I competed in 1972 (in my mum’s Hillman Blimp Californian) was at Eadon’s Fields - a PCT. Does anybody remember PCTs? They were a good nondamaging fun event in a road car. In those days you could stand at the top of the field and look down and see the gate at the bottom and all that was going on all over the field. I then bought a rally Mini rolling shell (Henry as he called it) from Nick Williams and an engine and box from Ben Marshman of Padley Factors motor shop, which was just below the Hallamshire Hospital. Ben had told me that the engine had beaten Roger Clark on the RAC rally at Newark Showground. I only found out later that Roger had broken down on that stage! I decided to do the 1973 Jackson Trophy Rally in it which was a baptism of fire. I knocked the exhaust of on a white and my bonnet popped up coming down Winitts Pass and got several fails and cut to the finish. I think the Cork Brothers, Bob Wells or Beardmore won the event, and Nick Williams I think was in the top ten in his “leather-bound wooden box on wheels” 1930s Riley 9. Stewart Bruce navigated for him from the back seat as there were no seatbelts in it. I believe he had to stop at one point to tie the two front doors together with string to stop them opening. It had something like 9” of ground clearance which meant he was quicker down the whites than everybody else. I then moved up to Twincam and BDA Escorts, competing on events such as The Dukeries, The Tour of Lincs, Norking Alcan and the Hull Crest Stages in the Seventies and early Eighties.

the gazette - April 2009

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In the Eighties I was made redundant from the steel industry in Sheffield which put paid to Multi-Venue events and BDAs. I started working self employed at John Noble’s and built a Mini for single venue rallying, which was quite successful until I rolled it arse over tit three times at Ruddington Airfield in 1986 which needless to say both wrote off the car and a vertebra in my back. I spent three years building a Metro 4R2 which had coil over suspension all round and wide arches with four link and panard rod rear beam axle. This turned out to become a waste of three or four years of my time so sold it in 1990 having only managed to not finish a rally. I didn’t start again until ’95. I spotted a Citroen AX GT and bought one for a road car and soon realized that it would make a cracking good single venue car as it only weighed 600 kilos. It had McPherson struts suspension at the front which was going to be a lot better comfort for my back. I bought an AX Sport engine 1293 having played with the 1100cc engine for a while. I managed to get 110 BHP out of the sport engine on 40 Webbers. This, along with the light weight meant that it was a quick little beast. I managed to potter round and win the EMAMC championships with it in 99 and 2000, and the ANEMCC rally championship in 2000. Since then I have just done a bit of pot hunting as my finances have allowed. Throughout the years I have competed in, marshalled on and organised PCTs, Sprints, 12-Car Rallies, Autotests, Rallies, and watched a heck of a lot of enjoyable CLUB motorsport in the company of good friends and members of our club That is my motorsport history - perhaps this may have inspired some of you more “long period high lift” (talking about camshafts here) members that it’s time to put pen to paper about their time in Sheffield and Hallamshire Motor Club.

Steve Flanaghan President steve@flanaghans.freeserve.co.uk

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Sheffield & Hallamshire Motor Club


Secretarial Snippets Club Sweatshirts It is way past the time when the club members had new club clothes. These will come from the same source as last time which means that they will be good quality. I don’t know about you, but I still wear my sweatshirt after 5 years. This time we are only buying what is ordered by you. If you want to look on their website go to www.logoleisurewear.co.uk this will give you some idea. At a rough estimate, sweatshirts are £10, polo shirts £8, t shirts £6 and fleeces £15. they also have rally jackets but I don’t have a price for them. This is for the logo on the left breast. To have anything else put on will be about £3 more. The sizes range from S (35/37) to 3XL (50/52) If you are interested get in touch.

Past Events April 26th

-

Our first Sprint at Curborough.

Future Events May 11th

-

AGM at Abbeydale Sports Club – 8pm. An opportunity for our new president (Steve Flanaghan) to buy everyone a drink. Don’t miss out!

May 18th

-

The first meeting for the Centenary Rally. As yet we are not sure of the venue. If you would like to help come to Abbeydale.

June 6th/ June 7th

-

The Rally Show, Chatsworth - Anthony is coordinating marshals so give him a ring on 07792 375371

June 13th

-

The Dukeries Rally. We are doing Blidworth. Anthony is stage commander. If you want to marshal phone Anthony.

June 22nd -

The Hope Motor Show. Tina would like some help the day before to mark out the car park.

Mary Jones Club Secretary mandmjones@sky.com

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Competitor’s Diary

8

Date

Club Members Competing

Venue

Event Details

3rd May

Richard Smith

Olivers Mount

MSCC Hill Climb

10th May

Richard Smith

Crystal Palace

Sprint

25th May

Richard Smith

Teesside Autodrome

MSCC Sprint

6th June

Richard Smith

Elvington

MSCC Sprint

6th - 7th June

Pete Howgate, Brian Woffenden

Pembrey

British Sprint Championship

7th June

Richard Smith

Harewood

MSCC Hill Climb

13th - 14th June

Pete Howgate, Brian Woffenden

Anglesey

British Sprint Championship

21st June

Richard Smith

Gurston Down

MSCC Hill Climb

27th June

Richard Smith

Aintree

MSCC Sprint

5th -6th July

Pete Howgate, Brian Woffenden

Kirkistown

British Sprint Championship

12th July

Richard Smith

Loton Park

MSCC Hill Climb

18th July

Steve Flanaghan

Manby Motorplex

Opposite Lock Rally

1st August

Richard Smith

Goodwood

MSCC Sprint

1st - 2nd August

Pete Howgate, Brian Woffenden

Kames

British Sprint Championship

8th August

Richard Smith

Three Sisters

MSCC Sprint

9th August

Steve Flanaghan

TBC

SHMC Centenary Stages

15th -16th August

Pete Howgate, Brian Woffenden

Lydden

British Sprint Championship

22nd August

Richard Smith

MIRA

31st August

Richard Smith, Pete Howgate, Brian Woffenden

Colerne

5th September

Richard Smith

Wiscombe Park

MSCC Sprint MSCC Sprint, British Sprint Championship MSCC Hill Climb

6th September

Richard Smith

Ty Croes

MSCC Sprint

Steve Flanaghan

Fulbeck

Pete Howgate, Brian Woffenden

Mallory Park

Wolds Rally British Sprint Championship (SHMC Round)

Sheffield & Hallamshire Motor Club


2WD Stages / Twyford UPDATE The Forestry Commission have now finished tidying up at the site and it certainly looks a lot better. Unfortunately the holes are still there. David Woods, concrete man, came down with us for a further site visit and is prepared to fill the holes round the back at a very reasonable price. By not using parts of the shale track it would be possible to get about 40 miles in 8 stages. Phase 2 would need more work and would probably involve both Macca and Baz Jordan. This is still in the pipeline. In the meanwhile Anthony is still pursuing his contacts and I have been told of another possible venue that I am chasing. Watch this space for information as it becomes available.

Mike Jones Chairman mandmjones@sky.com

50th Dukeries Rally 13th June 2009 Sheffield & Hallamshire Motor Club have been asked to run the Blidworth stage on this years Dukeries Rally. Tony Jones will be Stage Commander and our understanding at the moment is that it will be run once in the afternoon, just after lunch. As this will not mean having to get up at something silly o’clock, could you please put this date in your diaries. Anyone wanting to help with the stage set up in the morning would be more than welcome. Please contact Tony, Roger or myself to get your name on the list.

Mike Jones Chairman mandmjones@sky.com

online

the gazette Should you wish to read the

gazette online, it is available in full colour online at

www.issuu.com/shmc

the gazette - May 2009

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Annual General Meeting 11th May 2009 The 105th Annual General Meeting of the Sheffield & Hallamshire Motor Club Limited will be held on Monday 11th May 2009 at the Abbeydale Sports Club, Abbeydale Road South, Sheffield starting at 8.00 p.m. The change from the normal April first Monday is to enable the club accounts to be completed for the meeting.

The 105th Annual General Meeting of the Sheffield & Hallamshire Motor Club Limited, to be held on Monday 11th May 2009 at The Abbeydale Sports Club, Abbeydale Road South, Sheffield.

AGENDA 1)

Apologies for Absence

2)

Minutes of the previous meeting

3)

Correspondence

4)

Reports

5)

Resolutions

of which due notice was given.

6)

Election of Officers

for 2009/2010

7)

Club Headquarters

for 2009/2010

-

held 7th April 2008

Management Committee Secretary Subscriptions Secretary Honorary Treasurer Auditor

Brian Woffenden Honourary Secretary shmc.secretary@btinternet.com

10 Sheffield & Hallamshire Motor Club

&

Honorary


55 A

Days in New Zealand

fter a fair bit of nagging by Mary I have finally got round to putting pen to paper (or more accurately, finger to keyboard). Ever since Mary’s niece Sarah and her husband Rory had gone to live in New Zealand we had promised ourselves that we would go over there to visit them. This meant a fair bit of saving as we fully intended to spend more than just your usual fortnight there. At the beginning of 2008 we had nearly reached our goal as far as cash went, when a very welcome input came from my ex boss who paid for our air fares as part of a redundancy package when I finished work. The next job was to go through the diary and see when we could fit in a couple of months holiday without missing too many motor sport events or events at the MS Therapy Centre. By going soon after the last Trial of the season we were able to get in nearly 8 weeks and still be back in time for Wales Rally GB at the beginning of December. As Sarah and Rory lived in Blenheim (at the north of the South Island) it meant that we needed an internal transfer from Auckland to Blenheim. This bumped up the cost of the flights to nearly £2000 but we did get a reasonable deal with Air New Zealand by going via Hong Kong. We left Heathrow late on a Sunday night and after a two hour stop-over for fuel in Hong Kong and a one hour transfer in Auckland we finally arrived at Blenheim mid afternoon on Tuesday. This did include crossing 12 time zones and somehow loosing half a day somewhere. Sarah met us at the airport (help yourself to your luggage from THE trolley) and ran us the fifteen minutes to their house on the outskirts of town. We spent the first week with Sarah during which time we sorted out a hire car from a firm called ‘Rent a Dent’. The name of the firm was a bit of a misnomer and with the guy in charge being from Mablethorpe we got a very good deal on a 4 door Kia Rio for 49 days for the equivalent of £452. The first trip we did was out near the airport at the Omaka air museum and for a small town we were absolutely amazed at the quality and quantity of the displays. Mainly based on WW1 aircraft, the displays featured many fully restored and flying planes such as the ‘Red Barons’ Fokker triplane plus many others that had been used in various films such as ‘The Blue Max’. After this first week catching up on all the gossip we took the car on the Inter Island ferry to start our tour round the North Island. I think that at this point I should explain about the I-Site system over there. They are similar to our Information Bureau but a thousand times better. You can walk in off the street and they are happy to find you leaflets or help you choose accommodation and trips and are upset if you don’t let them book it for you. All of this service is free of charge. We used the service on lots of occasions and I can’t praise them enough.

the gazette - May 2009 11


55 Days in New Zealand The orth Island We had already decided to go up the west coast first and then back down the east side of the island. The west coast was not all that exciting but a side trip to the Kauri museum proved to be very interesting. The Kauri tree is a huge native tree that was nearly eradicated in the days of the timber boom due to the amount of wood that could be obtained from just one log. The largest one recorded was nearly 20ft diameter though the largest one still growing (we went to see it) is about 12ft diameter. They also produce a resin very similar to Amber that is now commanding a fairly high price. After four days travelling we stopped at Kaitia for a couple of nights so that we could do the full day coach trip to Cape Reinga and back down Ninety Mile Beach. Cape Reinga is at the northernmost tip of North Island where the Pacific Ocean and the Tasman Sea meet with correspondingly rough seas and an old lighthouse. Ninety Mile Beach (which is only 72 miles long) was approached down a streambed with big dunes on each side where sand sledging was available for those who were a bit fitter than Mary and I. On down the streambed and a rather dodgy bit of soft sand and then we were on to the beach proper. The trip down the beach, reaching 50mph in places, on the edge of the tide line with the waves on one side and the dunes on the other was quite spectacular as were the wrecks of a couple of cars that had ignored the warning signs.

12 Sheffield & Hallamshire Motor Club


Part One After a days rest from driving we continued south down the coast to Waitangi where the original treaty between the Mauri and the British was signed. Did all the touristy bits there and continued to Pahia where we had a boat trip booked round the Bay of Islands. This was quite a nice way to spend an afternoon and included going through the ‘Hole in the Rock’ and a stop for tea and a sticky bun at the Zane Grey Restaurant on the way back. Heading south again, we drove down the coast to the Coramandel peninsular where we did a side trip on Driving Creek Railway. This was on old narrow gauge line that went up into the hills via several reversing points to the ‘Eyeful Tower’ lookout point. Our next ‘must do’ place was the geo-thermal centre at Rotorua and having booked our accommodation and trip for the following day we were once again sidetracked by a trip on a DUKW. This was great fun for the young at heart as it included having to blow a duck lure whenever we passed anyone on our travels between lakes. Being able to just drive straight down into a lake, drive about on the lake and then come straight back onto land was certainly different from rallying! LEFT - The DUKW BELOW - The hot mud baths at Roturua

the gazette - May 2009 13


55 Days in New Zealand By the next morning we had got used to the all-pervasive smell of sulphur and were ready for our visit to “Hells Gate”. This is the largest of the geo-thermal sites in the area and did in fact cover several acres of land. We started with a trip round the site (really must invest in a 4 X 4 wheelchair for Mary) and were fascinated by the various pools bubbling away with steam and sulphur coming from them. One large pool had a notice saying that anyone throwing rocks or anything into the pool might be asked to retrieve them!! Next we undressed and spent about 20 mins in a hot mud bath, which was very relaxing, and followed up with a cold shower which most definitely wasn’t. From here we went on to the (clean) hot pools for a further 20 mins before being given herbal tea and muffins in the lounge whilst waiting for the last part of our treatment. This was a full body massage by a little Chinese girl who found muscles I didn’t realise that I had got. Quite an expensive trip and definitely a luxury but worth every dollar. From Rotorua we went down to Lake Taupo with a side trip on the ‘Maid of the mist’ to see the Huka falls. Having seen the falls from the river Mary now decided that she wanted to do a floatplane trip over the lake and over the falls. Despite having a 24-year-old woman pilot this was a fun way to see things even if it did seem to take forever to get airborne off the lake. That night we finished up in the worst motel that we stayed in on the entire holiday. Pay up front, tiny room, shared bathroom, no breakfast and at $109 a night (just over £40) one of the most expensive places we used. The following day we went on an ex-Errol Flynn sailing boat called “Barbarry”. It was quite cold on the lake but saw the Maori rock carvings and fed ginger biscuits to a couple of ducks that came on board. The afternoon saw us visiting ‘Shawn the Prawn’ to get an insight into prawn farming and in the evening we ate some of Shawn’s relations. Three days later we were back on the ferry having ‘done’ the North Island and back with Sarah for a week before setting off to do the South Island.

Mike Jones Chairman mandmjones@sky.com

Mike and Mary’s tales of travelling with be continued in next month’s edition of the gazette.

14 Sheffield & Hallamshire Motor Club


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Should your company wish to advertise in the gazette we always have opportunities available. the gazette is published for the membership of Sheffield & Hallamshire Motor Club, but is also sent to our sponsors and is available in Sheffield Libraries. It is available to view online for free at www.issuu.com/shmc Centre spreads, full page, half page and banner adverts are all available at very reasonable rates. Please contact Steve Flanaghan for details

Steve Flanaghan Advertising steve@flanaghans.freeserve.co.uk

the gazette - May 2009 15


European Late Model Series Rounds 1 & 2 - Warneton International Speedway, Belgium Last month I travelled to Warneton International Speedway, Belgium, for the first two rounds of the European Late Model Series. This new series is the amalgamation of the V8 Trophy (ASCAR) Series, and the CAMSO V8 Series.

E

aster Weekend saw the new European Late Model Series take to the track in anger for the first time. The new series, which sees the former ASCAR machines racing alongside the CAMSO V8 series, kicked off with a double-header on Easter Sunday and Easter Monday at Warneton International Speedway in Belgium. At first glance the cars are similar to look at, but under the skin there are a number of substantial differences, meaning that the ASCAR teams had plenty of work to do in order to keep pace with the CAMSO machines. For a start the CAMSOs are specifically designed to turn left, and only turn left. The Howe ASA chassis used for the ASCAR championship is narrower than the CAMSO, and is also designed to turn left, but is also versatile enough to be changed so the cars can be raced on road courses too; as seen in the GT America series, and proved in the UK last season when V8 Trophy raced on the traditional circuits of Britain.

set up for turning both left and right, so the first day and a half of the meeting were spent changing the cars back to a basic oval setup. After some exceptionally hard work from the crew Tony Hurdle was ready to take to the 3/8s mile banked oval on Saturday afternoon. After some installation laps Tony came back into the pits to begin making changes to improve the car’s set up. Revolution’s #99 Pontiac Grand Prix was being driven by Daniel Boys. The Brit has competed in a number of Late Model races out in the USA over the past four years, and was hoping to use the experience of racing on similar tracks to good use here at Warneton. Also in Belgium were John Steward and the Steward Racing boys. Apart from an appearance at the Farnborough International Airshow last summer, the #75 Ford Taurus hasn’t turned a wheel since V8 Trophy’s last race on the Rockingham oval at the end of 2007. With only minimal changes John was

The ‘Offset’ CAMSO chassis is also lighter than the ASCAR, not having as much framework to cope with the high speed impacts seen on the 1.5 mile ovals used in the last years of the ASA National Tour and at Rockingham. Conversely the ASCARs have more power from their engines, so before the race weekend began hopes were high that competition would be fairly close. Having raced on the UK’s road courses last year, Revolution Racing’s two cars were still

16 Sheffield & Hallamshire Motor Club


Photographs © WWW.MSMDESIGNS.CO.UK 2009

out on track with the same setup used at Rockingham, before coming in to make some changes to make the car more competitive. All three ASCARs went out a number of times over the course of practice on Saturday afternoon, constantly coming back into the pits to changes spring rates and tyre pressures. The crews were extremely professional going about their business, keeping a log of tyre temperatures and pressures before and after each run, and monitoring any patterns that emerged. By the end of the session all three crews had made significant progress, and it was hoped that after only two days they wouldn’t be too far off the pace that the CAMSOs have had six years to achieve. On race day the three ASCARs were placed at the head of the grid, with the rest of the field staggered behind them with the faster cars at the back. With a half-lap head start they were caught slowly at first whilst the faster cars made their way through the rest of the pack. At this point it seemed that the ex-ASCARs had enough pace to run in the midfield on their own merit, and it was only the high line that was causing them problems. The fastest of these was reigning CAMSO V8 champion Gary Ellis in the #95 Chevrolet Impala, aiming to repeat his form of last season. His progress was halted when the yellow flags flew for the first time this year when Frenchman Jean Vasseur spun in Turn 4, an incident involving Kelvin Hassell in the #88. Hassell had spent the majority of the weekend rebuilding his car, and had only just finished the bodywork before the start of the race. His hard work came to nought though, as it was ripped off in the accident. “Something happened up ahead and I couldn’t get on the brakes quick enough”, commented the Brit. The yellow closed up the field, and allowed Ellis, along with Xavier Vandermeersch in the #19, Christof Vandekerckhove (subbing for

Tony Roots in the #77), and Wim Moonen in the #73 to close up to the leading trio of ASCARs. Hurdle passed team-mate Boys shortly after the restart, and #95 immediately got around Steward’s #75 – the ASCARs not yet able to utilise their power advantage until more work is done to find the optimum gear ratios for the Belgian track. Ellis continued to pull away, beating Vandermeersch and Vandekerckhove to the flag after a close battle with Hurdle in the #98, who proved that after only a little testing time the ASCARs could be a serious threat. Race Two saw Dan Boys beaten off the start by Hurdle, but he stayed with him throughout the opening laps before the #98 started to pull out a gap. Steward stayed close to the pair in third whilst the #19 and #95 made their way through from the back of the pack, followed by Moonen and Jean Vasseur in the #07. Also

the gazette - May 2009 17


making good progress was Hassell, who had patched the front of his car with duct tape to make it out for Race Two. Slipping back slightly was 2004 CAMSO V8 champion Bruce Andrews, whose pristine #17 Impala had shown good pace towards the start of the race.

Up front Tony Hurdle was beginning to lap the tail-enders and was a little hesitant at first, before moving through with ease. John Steward then brought out the Caution, having a spin and almost making contact with the #19 Dodge Intrepid. As in the first race, the yellow meant that Ellis and Vandermeersch who had been catching the leading pack slowly would have an excellent chance to take the lead at the restart, being able to get up to speed quicker in their CAMSO V8s. In his efforts to get a better restart than in the first race Hurdle spun the rear tyres, and allowed the #19 to get by, with Ellis and Vandekerckhove following shortly afterwards. On the outside line Dan Boys was helpless in the #99, and was freight-trained, losing out to Moonen, Vasseur, Bruce Andrews, Hassell and Jos Jansen in the Raptor Racing #222 Dodge Charger. Once again it was a close battle at the front – Ellis pressuring Vandermeersch all the way to the flag. The #19 took the win after surviving a huge slide out of Turn 4 for the final time. The #77 took the final podium position,

followed by Hurdle, who had come under intense pressure from Moonen and Vasseur in the closing laps. The final race of the day meant another ASCAR 1-2-3 on the grid, this time with Dan Boys having his chance to start from pole. He got a good start, and led Steward out of Turn 2 before pulling out a gap. Changes to the three ASCARs over the course of the meant their pace was improving all the time, with laptimes becoming more consistent also. Hurdle passed the #75 Ford Taurus of Steward early on, and the three continued in that order for the first half of the race. Behind them the racing was frantic and furious, with Hassell, Vasseur, Moonen, Jansen, Vandekerckhove and Vincent Lehouck all mixing it wheel to wheel in the mid-field. Also powering through from the back were Ellis and Vandermeersch, picking cars off one by one. Their run was halted when Steward locked his left front tyre going into Turn 3 and nudged Tony Hurdle into a spin. This brought out the yellow flags and closed the field up once more. The restart was frantic, with Jean Vasseur and Gary Ellis setting the pace. Christof Vandekerckhove was with them too initially, until his bonnet went flying up into the air on the backstretch. Ellis though was once again the victor, narrowly holding off Vasseur at the line. Monday brought more fine weather and two more cars to the grid. The other two Raptor Racing machines of Kurt Dujardyn and Anton Gonnissen brought the total number of cars to 18. John Steward was on pole in the #75 for the day’s first race, followed by the other two ASCARs of Hurdle and Boys. That is how is stayed for the first half of the race at the front,

18 Sheffield & Hallamshire Motor Club


Photographs © WWW.MSMDESIGNS.CO.UK 2009

with Steward pulling out a small gap on the #98, who in turn was posting quicker lap times than the #99. The Roots Racing rental cars of Serge Blanquart (#3), Frederic Bernier (#4), and Franck Liotard were running together on track a quarter of a lap behind the ASCARs, and falling further behind, whilst at the rear of the field Ellis got a slow start. The man showing most improved pace was Andrews in the #17, who quickly moved up to the front of the CAMSO V8 pack and was starting to chase own the leaders. Frenchman Bertrand Zore was falling back from his starting position in the #71 machine, and it was also proving to be a be fairly quiet race for Jansen in the #222, and Wim Moonen was also fighting to keep the car in a straight line in his yellow Chevrolet Monte Carlo. Making their way through the pack were the Roots Racing cars of Vasseur and Vandekerckhove, with barely a lap going by without them rubbing bodywork against the #19 of Vandermeersch. Up front Andrews had caught and passed Boys and Hurdle and was pushing to catch Steward in first when the Yellow flags were waved for an incident again involving Kelvin Hassell in the #88. He had been running strongly until Serge Blanquart turned down on him, damaging the skirt on the #88 machine, which dragged along the tarmac for the rest of the

race. Andrews got the jump on Steward at the restart, and took out a commanding lead he would never lose. Dan Boys was a little slower after the restart and lost out to Gary Ellis and Vandekerckhove, whilst Hurdle’s Chevrolet Monte Carlo was beginning to push, and couldn’t manage better than 6th. Ahead of him, the #75, #95 and #77 were having a raging battle, as the two Roots Racing machines tried hard to get past. John held them off for a number of laps, but was struggling with brake problems and kept locking his tyres. After some rubbing in Turn 4, Ellis and Vandekerckhove went one either side of Steward to make it three-wide down the front straight, each of them making it past the #75 machine before Turn 1. Watching the race from the pits, owner/driver Tony Roots commented, “I’m happy – we’ve had a good first race and the ASCARs are getting quicker, which is what we need to see. They are trying new things and making progress all the time which is great, and I think John would have won that race had the yellow not come out.” In the second race Hurdle tried to go to the outside in Turn 1 and nearly made it stick, but Steward kept the place. The ASCARs are still having trouble with the outside line, and don’t yet seem able to get on the power early enough to make it work for them. Moonen showed

the gazette - May 2009 19


inproved pace again, and went to the front group early on, followed by Zore in the #71. Xavier was quick but as loose as ever in the #19, holding some lurid slides in the early laps as he tried to get his tyres up to temperature. Kurt Dujardyn was also showing good pace in the early laps, but Bruce Andrews could not repeat his Race One form in the second heat, and also slower than usual was Vandekerckhove, whose car was not handling to his liking. Steward led up front but was caught and subsequently passed by Moonen and Vandermeersch. Dan Boys suffered some light bodywork damage as Gonnissen and Ellis muscled past on their way to the front, and they were soon in front of Hurdle and catching Steward. Passing Steward proved more difficult though, as the ASCAR veteran had been defending his line strongly all weekend. Ellis tried to make it round the outside of the #75 in Turn 1, but as he squeezed John down the #75 came up the track slightly and the two made contact – Ellis running over the front right corner of Steward’s car and causing a puncture. Steward came to a stop high on the exit of Turn 4 but there was no caution. The main battles on track were between Gonnissen and Vandekerckhove for sixth, and Bernier and Andrews who were fighting for tenth, but up front Vandermeersch took the win from Wim Moonen and Gary Ellis, who sustained only minimal damage from his clash with Steward. The final race of the weekend was by far the most controversial. From the start #75 made a good initial getaway but had a big slide coming out of Turn 2. The action up and down the field was close and frantic, with cars racing wheel to wheel at each turn. It was a little too close between Boys and Zore, as the two collided whilst Boys was defending his position, the contact just enough to tip the #71

machine into a spin. No contact was made with the Turn 1 wall, but the car was in a precarious position and the first yellow flag was thrown. At the restart contact was made between leader Tony Hurdle and Frederic Bernier in the #4 Ford. Both appeared to lose the back end as they got on the power coming out of Turn 4, but Hurdle managed to straighten up the #98 very quickly whereas Bernier continued to slide out of control and made contact with Hurdle’s car. The resulting donuts on each car showed how hard Tony had been hit, and he dropped down to sixth position as a result. However, a number of other drivers had complained that #4 was squeezing them down the straight on previous restarts, and as such Hurdle was fired up. “Rubbing is racing,” he said after the race, “but that wasn’t rubbing, he just clean turned left into the side of my car.” The frantic action continued on track, with Jean Vasseur pushing Vandermeersch hard as they came through the field. Ellis was in the mix too, following in the wheel tracks of Vasseur as he made his way though traffic, before passing him on the outside of Turn 1. Things came to a head when Steward left the door open for Gonnissen to put the #22 Pontiac Grand Prix up the inside of Turn 1. Gonnissen drifted slightly wide on the exit of the corner and at the same time Steward came

20 Sheffield & Hallamshire Motor Club


Photographs © WWW.MSMDESIGNS.CO.UK 2009

down the track slightly. The resulting contact pitched Steward hard into the inside wall before bouncing back across the track into the path of oncoming cars. It was the unfortunate Hurdle who had nowhere to go, as the #75 speared back up the track and into his driver’s side door, pitching him into a spin. A puncture curtailed his race early shortly after the restart. Gonniseen had only minimal damage to his machine, having only gently hit the inside wall. Steward’s car was severely damaged however, his crew commenting after the race that the car has sustained more damage here than in some high-speed impacts on the Rockingham oval. Gary Ellis took another win to round off the weekend, but behind him it was a close battle between Vasseur, Vandekerckhove and Vandermeersch. Eventually the #77 secured second ahead of Vandermeersch and Frenchman Vasseur. After the first two race days Ellis heads the championship standings with 420 points, holding a slender ten point advantage over Xavier Vandermeersch. Vandekerckhove lies in third with 383, followed by Vasseur and Wim Moonen, with Tony Hurdle currently sixth, and best of the ASCAR drivers with 292 points.

The inaugural European Late Model Series race meeting has seen some fantastic racing and some heated incidents, but the most important question has been answered. With the first weekend over the former ASCAR machines have shown good pace, and there is the promise of more to come. Hard work by both the Revolution and Steward Racing crews has seen them make a great start towards making these cars competitive, despite having lost some time changing from road course settings. Doubtless there is more to come, gear ratios can still be perfected, and there is work to be done to get the cars working better on the exit of the corners, especially so they can race on the high line, but these changes cannot be expected overnight. It has taken 6 years for the CAMSO machines to reach their current pace, but they can be caught, and there is no doubt the ASCARs will be able to run at the front and challenge for victories before the end of the season. With wheel to wheel action throughout the field, a grid of thunderous V8 engines and the prospect of more competition from the former ASCAR machines, we are certainly in for a fantastic year of racing from the European Late Model Series. ext Meeting: 3rd May Warneton Speedway, Belgium

Matthew Screaton for latemodel.eu shmc@msmdesigns.co.uk

the gazette - May 2009 21


Mr & Mrs RallyRev visit Cyprus

I

have fancied having a holiday in Cyprus for years - sun, scenery and history being the draw. I never imagined it would be rallying that actually would entice us there! In March Anne and I travelled to watch the WRC round. © RallyRev Photography 2009

On a negative, the entry was very small – 34 entries, the weather was pleasant, but on times very cool up in the Troodos Mountains! On a positive, the scenery was beautiful, and the locals were extremely friendly. From a “holiday” perspective it was exhausting, four 5.30 am starts is not the relaxation one looks for on holiday, but from a “rallying holiday” perspective it was an enjoyable experience.

Day 1 was unique for the WRC in that all six stages were on asphalt and the cars ran on gravel rubber. The stage we watched was very fast, with sweeping bends, with barriers on one side, and a cliff face on the opposite side. I started chatting with the local marshals, and the local Constabulary during the break, and found them to be extremely pleasant, treating me to genuine Cypriot coffee, although I am not sure if that was a pleasant experience! The rain began three cars from the end of the day, and on the way back to our apartment we drove through the Troodos Mountains in heavy rain, fog, and a foot of snow either side of the road! Did I say I went for the sun? Day 2 was on gravel, and the dust I expected had been damped down with heavy overnight rain, and the stage was decidedly muddy! The only variation in the WRC cars was Petter Solberg, running a Citroen Xara with great © RallyRev Photography 2009

Compared to our experience of the Acropolis, Sardinia and Germany, the spectator points were not as plentiful, and the maps were certainly lacking detail, so ‘off-roading’ was not a real option. Without doubt the best stage of the rally was the Shakedown, an uphill, asphalt stage with several open hairpins. On this stage would you believe I met up with a young soldier on his day off, who was born and brought up on the Manor!

enthusiasm. Loeb as usual was fast and smooth, Hirvonen was trying hard but making little impression on the Champion. Latvala on the other hand was making an impression on the scenery, having gone off earlier in the stage. We moved to another stage for the afternoon, gravel onto an asphalt stretch and

22 Sheffield & Hallamshire Motor Club


back onto gravel. Suddenly the crowds began to appear, and my same friendly marshals struggled to control the locals, but, from my point of view treated me like a “professional photographer”, giving me a prime spot, and keeping the hordes away!

© RallyRev Photography 2009

On he final day, we went to the famous Keflos Bridge water splash. It was a spectacular place, but the crowds were huge. Again, our friendly marshals made us extremely welcome, and we both had prime positions. I started chatting with a local man, who told me that four years ago there were thousands of spectators at the splash, and after hours of waiting, they cancelled the stage as they considered it dangerous! The highlight of the stage was when one of the actual professional photographers set up a Nikon D700, with wide © RallyRev Photography 2009 © RallyRev Photography 2009

angle lens, and remote control gizmo about a foot from the water. Loeb went close, but Ogier missed it by inches, as the crowd roared their approval. Did he move it? Not at all! I came to the conclusion he did not have a wife like mine, or else an understanding insurance company, leaving several thousand pounds worth of kit lying around to be crushed or drowned! Following the end of the stage, Demos, the man I had been chatting to, took us further into the mountains to see a quaint little village where we went to church for five minutes (it was Sunday after all!), and Anne had a wee dram in a local winery! As I said, the Cypriots are extremely friendly people.

© RallyRev Photography 2009

From a rallying point of view, it seems as if Loeb has already got a grip on the

the gazette - May 2009 23


Championship. He may have won his 50th WRC rally, but I do wonder if his opposition is not as strong as the Sainz – McRae era. Having seen Matthew Wilson several times in the past two or three years, I think this was the best I have seen him drive. I can’t see him breaking into the top four, but hopefully he can begin to bag himself some consistent points finishes. © RallyRev Photography 2009

Would I be correct in thinking that to be a fully fledged SHMC member you have to drive a Skoda? If so, I am going to work on Anne to let me have a Fabia S2000! The car looked and sounded a true ‘beast’, and netted Sandell a top 10 finish. If WRC goes down that route in the next few years, I think it may breathe new life into a championship which is struggling for Manufacturer interest.

I’m already trying to woo Anne with the prospect of another “Med” holiday later in the year, but I think she is wising up to cars being an integral part of the package!

Paul Edwards Car Committee www.rallyrev.com

10% Discount for all Sheffield & Hallamshire Motor Club members 24 Sheffield & Hallamshire Motor Club


e-Wheels Apprenticeships The MSA created the first apprenticeship in motor sport driving and has opened registrations for the first intake of 50 drivers and co-drivers. The Advanced Apprenticeship in Sporting Excellence (AASE) is funded by the Learning and Skills Council and is well established in many other sports. The MSA is looking for the first intake of 50 competitors to enrol on the AASE motor sport programme which begins in August 2009. All AASE students must be aged between 16 and 24 and be able to demonstrate their potential to go on to become Elite performers within the sport. The MSA has drawn up a minimum level of performance that will be expected of successful applicants, which can be found at www.msauk.org/AASE. Go Regional With the GoMotorsport.net website now attracting more than 2,000 new visitors each week, the focus of the campaign has moved on. Eight part-time regional Development Officers have been recruited to visit schools throughout England, Scotland, Wales and Northern Ireland. They will advise children and students about the many opportunities for taking part in motor sport. The MSA's Let's Go Karting scheme allows children between eight and 16 to have a go in a kart for just ÂŁ5. For those aged eight and over, there are Junior Dragsters and Cadet kart racing, while special classes in autograss, autotests, rallycross, circuit racing and rallying cater for teenagers of 14 and older. The Development Officers will work closely with the existing motor sport infrastructure in their areas, including Regional Associations, venues, events and MSA recognised clubs. Their names and the areas they will cover are: Mark James, South Wales (based in Swansea) Rob Manger, Southern England (Alton, Hampshire) Duncan Vincent, Scotland (Knockhill) Anthony Dunn, North East (Durham) Phil Glew, North/North West (Sheffield) Jonathan McDonald, Northern Ireland Ed Pead, Midlands (Northampton) Tom Gaymor, South East (London) Meanwhile, www.GoMotorsport.net is worth visiting regularly as it is frequently updated. If your club is not listed, a club official should complete the questionnaire which can be downloaded from http://files.e2ma.net/2971/assets/docs/go_motorsport_questionnaire.xls. Return questionnaires by email to info@GoMotorsport.net or by post to Ben Taylor at Motor Sports House. If you have any questions, contact Alex Birley, who is coordinating Go Motorsport,

the gazette - May 2009 25


on 07841 673012. Code of Conduct The MSA has incorporated a Code of Conduct in the 2009 Competitors' and Officials Yearbook (the 'Blue Book)', which is shown below for information. The Motor Sports Association expects you, and your associates, at all times to: -

Abide by the MSA regulations Respect the decisions of event officials Treat all competitors, marshals and officials equally with respect Maintain the highest standards of driving behaviour Conduct yourself in a proper manner at all times and always behave in the best interests of UK motor sport Make every effort to minimise the impact of your activities on the environment around you

Abuse The Motor Sports Association will not tolerate any form of abuse or aggression towards officials, marshals, spectators and competitors. The Motor Sports Association and the National Court will impose the most stringent sanction against any transgression. Safety You are reminded that participation in motor sport carries an inherent risk and the ultimate responsibility for safety lies with the individual. The Motor Sports Association urges you to make the maximum possible effort to ensure your own safety at all times. Picture post The Bristol Pegasus Motor Club (BPMC) used a novel illustrated 'stamp' design when posting out regulations for its Wessex Sprint. If you want to consider such an option for your club, useful guidance can be obtained from the BPMC Vice President, Dick Craddy, at craddy@old-down.freeserve.co.uk Seats in Road Rallying - Extract from MSA SCRUTINEERS E-BULLETIN #41 We have been made aware of concerns regarding the condition of some 'standard' seats used in road rallying. Concern has been shown over the strength of some reclining mechanisms. Please pay particular attention when scrutineering such vehicles that the seat is 'fit for purpose' and does not pose a danger to the competitor.

26 Sheffield & Hallamshire Motor Club


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The Gazette - May 2009