Thundersport GB - Cadwell Park 2020 Programme

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GB

THE HOME OF SPORTSMAN RACING

CADWELL PARK

24th & 25th October 2020

OFFICIALS, ACKNOWLEDGEMENTS & Covid-19 Notes Clerk of the Course Dave Stewart Deputy Clerk of the Course Paul Matthews Race Secretary Bernadette Stewart Chief Technical Officer Stuart Bailey Chief Sound Inspector Rob Pragnell Chief Startline Phil Page Chief Marshal John Pedersen Incident Officer Kyle Tansley Medical Officers Steve Ready, Ellen Rawlinson Pete Hughes Ambulance Services Inter County Paramedic Central Medical Commentators John Ward / Keith Roisetter Circuit Manager Paul Woodford THUNDERSPORT GB (Affiliated to the ACU as Club Thundersport Ltd and Thundersport Midlands) This meeting is held under a European OPEN Road Race Permit, complying with the National Sporting Code and the Standing Regulations for Road Races of the ACU, the Supplementary Regulations of the above organisation, and in accordance with the ACU / FIM Environmental Code.

Permanent Course Licence No. ACU 012 ACU Permit No. ACU 58293 Flags and other signals used at this meetingare in accordance with the details shown in the ACU Handbook (a copy of which is available for inspection in the Race Administration).

NOTICE: MOTOR SPORTS CAN BE DANGEROUS! Despite the organisers taking all reasonable precautions, unavoidable accidents can happen. Please comply with all instructions of marshals and notices and remain in permitted areas only.

THEY ARE CONCERNED WITH YOUR SAFETY

12

10

HOSPITALITY SUITES

SCRUITINEERING & PADDOCK OFFICE TOILETS

PARKING FUEL

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FOOD

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MEGASTORE

HAILWOODS RESTAURANT

CASH POINT

9

FIRST AID INFORMATION

FOOTPATHS

TOILETS CASH POINT

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HOSPITALITY SUITES

10 12

SCRUITINEERING & PADDOCK OFFICE

KENTAGON RESTAURANT

MEDICAL CENTRE

8

6 GO KART TRACK

4

PIT GARAGES 12 11 MEGASTORE MOTORSPORT VISION 16 CENTRE 13 14 15

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MEGASTORE

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HAILWOODS RESTAURANT

PARKING FOOTPATHS

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TOILETS

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CHARLIES 11 MEGASTORE MEGASTORE 16 13 14 1516 14 15 13PARKING

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5 KENTAGON RESTAURANT

MEDICAL CENTRE

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PIT GARAGES

RACE CONTROL

1 MEDIA CENTRE

£ CASH POINT CHRIS CURVE i INFORMATION

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FOOD

FIRST AID

FOOTPATHS

TOILETS

FIRST£ AID CASH CASH POINT POINT FIRST INFORMATION FOODiAID INFORMATION INFORMATION

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MEDIA CENTRE

INFORMATION

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FOOTPATHS

Lincolnshire LN11 9SE

1 1 4 MEDICAL CENTRE 313 35 6 KENTAGON RESTAURANT 5 5 8 SCRUITINEERING 7 & PADDOCK OFFICE 7 HOSPITALITY SUITES 10 9 HAILWOODS RESTAURANT HOSPITALITY SUITES 10 9 RESTAURANT HOSPITALITY SUITES 10 99 HAILWOODS RESTAURANTSUITES 10 9 HAILWOODS HAILWOODS RESTAURANT HOSPITALITY 10 MEGASTORE SUITES 11 12 MEGASTORE 11 12 11 12 HOSPITALITY MEGASTORE 11 MEGASTORE 12 16 MEGASTORE 11 MEGASTORE 12 14 MEGASTORE 16 11 16 11 MEGASTORE 12 12 13 15 13 14 15 13 14 15 15 Cadwell Park Circuit 16 16 13 14 14 15 16 14 15 13 14 13 15 15 Louth

FOOD i INFORMATION FOOD FOOD INFORMATION FOOD i MEDIA MEDIA CENTRE RACE CONTROL CENTRE TOWER SCRUTINEERING BAY2CONTROL CONTROL RACE CONTROL MEDIACENTRE CENTRE 2 MEDIA RACE CONTROL 1 RACE MEDIACENTRE CENTRE RACE CONTROL 2 MEDIA 1 MEDIA CENTRE RACE CONTROL 2 CONTROL 2 MEDIA CENTRE RACE CONTROL 13 RACE 2 PIT GARAGES 3 MEDICAL CENTRE PIT GARAGES MEDICAL CENTRE PIT GARAGES 4 4 SHOWER CIRCUIT OFFICES MEDICAL CENTRE PIT GARAGES MEDICALCENTRE CENTRE PIT GARAGES BLOCKPIT GARAGES 4 MEDICAL MEDICAL CENTRE PIT GARAGES 4 3 MEDICAL CENTRE PIT GARAGES GARAGES VISION MOTORSPORT VISION MOTORSPORT VISION MEDICAL CENTRE PIT 4 MOTORSPORT CENTRE GARAGES 456 MEDICAL 35 PIT MOTORSPORT VISIONRESTAURANT MOTORSPORT VISION KENTAGON KENTAGON RESTAURANT 6 THE CLUBHOUSE GRANDSTAND KENTAGON RESTAURANT 6 KENTAGON RESTAURANTCENTRE CENTRE CENTRE CENTRE CENTRE MOTORSPORT VISION MOTORSPORT VISION VISION MOTORSPORT VISION RESTAURANT KENTAGON RESTAURANT KENTAGON SCRUITINEERING SCRUITINEERING 6 SCRUITINEERING RESTAURANT 557 MOTORSPORT 6687 KENTAGON CENTRE KENTAGON RESTAURANT SCRUITINEERING GO KART TRACK CENTRE GO KART TRACK GO KART CENTRE GO KART CENTRE GO KARTTRACK TRACKCENTRE 8 TRACK MEDICAL OFFICE PADDOCK OFFICE &PADDOCK PADDOCK OFFICE &&&PADDOCK PADDOCKOFFICE OFFICE SCRUITINEERING SCRUITINEERING 8 SCRUITINEERING GO KART TRACK 7 SCRUITINEERING GO KART TRACK 8 TRACK GO KART 7 8 GO KART TRACK & PADDOCK OFFICE 8 & PADDOCK OFFICE HAILWOODS RESTAURANT 9 HAILWOODS RESTAURANT HOSPITALITY SUITES RESTAURANT SUITES PADDOCK OFFICE 10 &HOSPITALITY 9 HAILWOODS HAILWOODS RESTAURANT & PADDOCK OFFICE SUITES 10 HOSPITALITY HAILWOODS RESTAURANT HOSPITALITY SUITES HOSPITALITY

FOOTPATHS FIRST AID FOOTPATHS £ FOOTPATHS CASH POINT CASH POINT £ CASH POINT £i FOOD FOOD INFORMATION INFORMATION i1i INFORMATION RACE CONTROL

TOILETS FOOTPATHS TOILETS FOOTPATHS FIRST£AID CASH CASH POINT POINT

TOILETS TOILETS TOILETS FIRST AID FIRST AID

PARKING FUEL FUEL FUEL FUEL TOILETS FOOTPATHS

PARKING FUEL FUEL PARKING FOOTPATHS TOILETS FOOTPATHS FOOTPATHS

PARKING PARKING PARKING TOILETS TOILETS TOILETS

CIRCUIT KEY: PARKING FUEL PARKING PARKING FUEL

CADWELL PARK CIRCUIT MAP

FOOTPATHS PARKING FUEL PARKING FUEL PARKING FUEL FUEL PARKING FUELPARKING PARKING FUEL FOOTPATHS FIRST AID POINT £ CASH TOILETS 11 MEGASTORE 12 PARKING FUEL FOOTPATHS TOILETS FOOTPATHS FOOTPATHS TOILETS TOILETS FOOTPATHS TOILETS 16 FOOTPATHS TOILETS FOOD FIRST AID i INFORMATION FOOTPATHS TOILETS £ CASH POINT 13 14 15 PARKING FUEL FIRST AID£ CASH POINT £FIRSTCASH POINT FIRST AID AID CASH POINT GOOSENECK £ FIRST AID CASH POINT £POINT FIRST £FIRSTCASH MEDIA FOODCENTRE 2 AID 1 RACE CONTROL AIDi INFORMATION£ CASH POINT FOOTPATHS TOILETS FOOD i INFORMATIONiFOODINFORMATION FOOD i INFORMATION FOOD i INFORMATION PARKING FOOD RACE i INFORMATION PADDOCK CENTRE i FUEL CENTRE FUEL 4 1 MEDICALCONTROL 3 PIT GARAGES INFORMATIONFUEL FOOD 2 MEDIA PARKING FUEL PARKING FIRST AID £ CASH POINT PARKING MEDIA CENTRE RACE CONTROL PARKING RACE CONTROL 22FUEL 1 2RACE MEDIA CENTRE RACE1CONTROL TOILETS 2 CENTRE FOOTPATHS 2FUELMEDIA CENTRE FUELMEDIA MEDIA CENTRE RACE1CONTROL 1PARKING VISION 1PARKING PIT GARAGES 4 MEDICAL 3CONTROL KENTAGON RESTAURANT RACE CONTROL 2 MEDIA CENTREFOOTPATHS 5 iMOTORSPORT 1 FOOTPATHS FOOTPATHS TOILETS TOILETS CENTRE CENTRE INFORMATION TOILETS 6 FOOD FOOTPATHS MEDICALCASH 4PIT GARAGES 3 PIT GARAGES PARK STRAIGHT MEDICAL MEDICAL CENTRE PIT FIRST AID 4FOOTPATHS 3TOILETS 3TOILETS POINT 4 £ CENTRE MEDICAL CENTRE PIT GARAGES PARKING 4 CENTRE 3 MOTORSPORT FUEL MEDICAL CENTRE PITGARAGES 4FOOTPATHS 3TOILETS FIRST AID TRACK 7 2GO KART FIRST AID 5 SCRUITINEERING £VISION 6 KENTAGON 8 GARAGES FIRST AID RESTAURANT PARKING CASH POINT £ CASH POINT PIT POINT GARAGES £CENTRE 4 MEDICALFUEL 3 CASH CENTRE MOTORSPORT & PADDOCK OFFICE MEDIA CENTRE 1 RACE CONTROL VISION FIRSTMOTORSPORT MOTORSPORT VISION VISION AID CASH POINT RESTAURANT £ 6 KENTAGON RESTAURANT VISION PARKING 5VISION 6 KENTAGON FUEL AID5 MOTORSPORT MOTORSPORT POINT £ FOOD AID POINT RESTAURANT FOOTPATHS i INFORMATION 5FIRST 5VISION £ TOILETS 6CASH CENTRE 6 KENTAGON KENTAGON RESTAURANT 5FIRSTCENTRE 6CASHKENTAGON CENTRERESTAURANT MOTORSPORT CENTRE FOOD GO KART TRACK FOOTPATHS FOOD RESTAURANT i 5 INFORMATION TOILETS SUITES INFORMATION CENTRE FOOD 8 SCRUITINEERING i INFORMATION 107 HOSPITALITY 9 HAILWOODS i KENTAGON RESTAURANT 6 & PADDOCK OFFICE MEDICAL CENTRE PIT GARAGES CENTRE 4 3 PARKING FUEL TOILETS SCRUITINEERING i INFORMATION ASSEMBLY AREA FOOD8GO KART SCRUITINEERING FOOTPATHS GO KART TRACK 7 TRACK SCRUITINEERING INFORMATION SCRUITINEERING MEDIA CENTRE 8 SCRUITINEERING FIRST AID 2TRACK GO 1 ii RACE 7FOOD 7 OFFICE £ CASH POINT 8INFORMATION GO KART OFFICE 7 TRACK HALL& PADDOCK BENDS HAIRPIN 8 AID GOKART TRACK 7FOOD 8 CONTROL &CENTRE & CENTRE PADDOCK OFFICE PADDOCK OFFICE FIRST CONTROL 2 7 MEDIA FUEL MEDIA CENTRE 2 PARKING RESTAURANT £ CASH MEDIA HOSPITALITY SUITES 1 RACE CONTROL MEGASTORE 1 RACE CONTROL &PADDOCK PADDOCK OFFICE 2 POINT 10 12KART 9 HAILWOODS 1 &RACE GO KART TRACK VISION 11FOOTPATHS 8 SCRUITINEERING TOILETS & PADDOCK OFFICE KENTAGON RESTAURANT 5 MOTORSPORT 6 MEDIA CENTRE FIRST AID CENTRE RACE CONTROL 2 CASH POINT 1 £ PARKING FUEL HAILWOODS RESTAURANT HOSPITALITY SUITES 10 9 MEDIA CENTRE RACEHAILWOODS CONTROL 2 PIT MEDIA CENTRE INFORMATION FOOD CONTROL 2 11 9RACE RESTAURANT HAILWOODS RESTAURANT i HOSPITALITY SUITES HOSPITALITY SUITES 10 10 MEDICAL CENTRE GARAGES 9 4 3 HAILWOODS RESTAURANT HOSPITALITY SUITES 16 10 9 HAILWOODS RESTAURANT HOSPITALITY SUITES 10 9GARAGES FOOTPATHS FOOD 14SCRUITINEERING i INFORMATION CENTRE PIT 11 MEGASTORE 4 9 MEDICAL 12 MEDICAL CENTRE 4 TOILETS 13CASH MEDICAL CENTRE PIT GARAGES 10 HOSPITALITY PARKING 3 PIT GARAGES FUEL HAILWOODS 4 SUITES 3 RESTAURANT 15 3 FUEL FOOTPATHS TOILETS FIRST £THE 7 AIDGO KART TRACKPARKING 8 POINT INFORMATION FOOD PARKING PARKING FUEL & PADDOCK OFFICE FUEL i MOUNTAIN MOTORSPORT VISION MANSFIELD MEDICAL CENTRE PIT GARAGES 4 3 MEGASTORE 11 12 MEDICAL12 CENTRE 2 MEDIA CENTRE PITGARAGES GARAGES 1 RACE CONTROL MEGASTORE MEGASTORE KENTAGON RESTAURANT MEDICAL CENTRE PIT 11 12 11 12 44 CENTRE 33 MOTORSPORT MEGASTORE 16 11 VISION MEGASTORE 11 12 VISION FIRST AID CASH POINT MOTORSPORT6VISION AID RESTAURANT £ CASH POINT CENTRE RESTAURANT CONTROL 14 15 5611 KENTAGON 1 RACE FOOTPATHS 6 FIRST RESTAURANT TOILETS 5£SUITES KENTAGON 5 MOTORSPORT MEGASTORE 12 2 MEDIA 6 KENTAGON FOOTPATHS TOILETS FOOD CENTRE 13 i INFORMATION CENTRE FOOTPATHS 16 5 CENTRE HOSPITALITY 10 RACE 9 HAILWOODS RESTAURANT MOTORSPORT VISION FOOTPATHS 16 16 TOILETS TOILETS MEDIA CENTRE CONTROL 2 MOTORSPORT VISION 1 16 14 MOTORSPORT VISION SCRUITINEERING KENTAGON RESTAURANT INFORMATION FOOD 5 6 i 16 13 14 14 15 15SCRUITINEERING KENTAGON RESTAURANT 6 CENTRE GARAGES 14 4i MEDICAL GO KART TRACK KENTAGON RESTAURANT 3 PIT 7 55 13 6 CENTRE 13 8 14 15 13 16 CENTRE 15 SCRUITINEERING INFORMATION FOOD 13 SCRUITINEERING CENTRE FIRST AID 7 GO KART TRACK PIT7GARAGES 4 MEDICAL 3 15 GOCENTRE KART TRACK15 14 £ CASH POINT 8 & PADDOCK OFFICE 813 & PADDOCK GO KART TRACK & PADDOCK 8OFFICE £72 CASH CENTRE FIRST 1 RACE OFFICE MEDIA POINT CENTRE RACE CONTROL 1 MEDIA & PADDOCK OFFICE MEGASTORE FIRST2AID 11CONTROL SCRUITINEERING FIRST AID AID CASH POINT PIT £ CASH POINT £ LANE SCRUITINEERING BARN CENTRE VISION SCRUITINEERING 4 MEDICAL 312 PIT GARAGES GO KART TRACK 7RESTAURANT 8 SUITES GOKART KARTTRACK TRACK PEDESTRIAN BRIDGE 77 GO KENTAGON RESTAURANT 51 MOTORSPORT 88 HAILWOODS HOSPITALITY 6 MEDIA & PADDOCK OFFICE 10 9 MOTORSPORT VISION CENTRE & PADDOCK OFFICE RACE CONTROL 2 CENTRE & PADDOCK OFFICE INFORMATION FOOD MEDICAL CENTRE RESTAURANT 10 HOSPITALITY 3 PIT GARAGES RESTAURANT HAILWOODS 5 CENTRE 6 KENTAGON HAILWOODS RESTAURANT 10 HOSPITALITY SUITES 9 HAILWOODSi RESTAURANT SUITES 10 HOSPITALITY 9 SUITES INFORMATION i94VISION 14 15 16FOOD4 MEDICALMOTORSPORT CENTRE FOOD PIT13 GARAGES 3 FOOD INFORMATION i INFORMATION i SCRUITINEERING KENTAGON RESTAURANT 5 HAILWOODS RESTAURANT 10 HOSPITALITY SUITES 6 RESTAURANT VISION 9 SUITES HAILWOODS RESTAURANT HOSPITALITY SUITES 10MEGASTORE KART TRACK RESTAURANT HAILWOODS 5 MOTORSPORT 73 GO 699 KENTAGON HOSPITALITY 8 10 11 12 SCRUITINEERING CENTRE CENTRE & PADDOCK OFFICE MEDICAL CENTRE PIT GARAGES 4 1 RACE CONTROL TRACK 7 GO 8 &12 MEGASTORE 12 MOTORSPORT VISION 11 MEGASTORE2 MEDIA CENTRE12 MEGASTORE 11KART MEDIA CENTRE SCRUITINEERING 211 CONTROL 1 RACE CONTROL PADDOCK OFFICE RESTAURANT PARKING FUEL 6 7 KENTAGON RACE CONTROL 2 MEDIA CENTRE RACE 2 MEDIA CENTRE 1116MEGASTORE GO KART TRACK 1 TRACK 8 SCRUITINEERING COPPICE5 CENTRE 7 GO KART OFFICE 816 & PADDOCK 12 MEGASTORE 11 & PADDOCK 12 14 15 MEGASTORE HOSPITALITY SUITES OFFICE 11 12 MOTORSPORTRESTAURANT VISION 10 95 HAILWOODS 13 16 16 KENTAGON RESTAURANT 6 14 15CENTRE HAILWOODS RESTAURANT HOSPITALITY SUITES 14 10 9 3 PIT GARAGES13 14 15 4 MEDICAL CENTRECENTRE SCRUITINEERING HAILWOODS RESTAURANT13 HOSPITALITY SUITES 10 9 13 MEDICAL PIT GARAGES 15 4 3 FOOTPATHS TOILETSPIT GARAGES 7 GO KART TRACK 16 8 & PADDOCK 16HOSPITALITY PIT GARAGES 4 MEDICAL CENTRE 4 MEDICAL 3 RESTAURANT 16 OFFICE SUITESCENTRE13 14 15 9 HAILWOODS 14 15 13 14 11 12 13 1510 11 MEGASTORE 12 MOTORSPORT VISION GO KART TRACK 7 MEGASTORE 8 SCRUITINEERING MOTORSPORT VISION MEGASTORE 11 12 5MOTORSPORT 6 KENTAGON RESTAURANT &9PADDOCK OFFICE FIRST AID KENTAGON RESTAURANT CASH POINT 5 6 MOTORSPORT VISION £ CENTRE VISION HAILWOODS RESTAURANT 1013 HOSPITALITY 16 5SUITES CENTRE 6 KENTAGON RESTAURANT 14 6 KENTAGON RESTAURANT 11 15MEGASTORE 12 CENTRE CENTRE 14 15 16 16 13 SCRUITINEERING HAILWOODS RESTAURANT HOSPITALITY SUITES 10 9 14 SCRUITINEERING 7 GO KART TRACK 8 & PADDOCK OFFICE 15 7 GO KART i INFORMATION 13 11 MEGASTORE 12 TRACK 14FOOD & PADDOCK GO KART TRACK KART TRACK OFFICE 8 SCRUITINEERING 715GO816 8 SCRUITINEERING 13 & PADDOCK OFFICE & PADDOCK OFFICE MEGASTORE 11 12 16 HAILWOODS RESTAURANT HOSPITALITY SUITES 10 9 2 MEDIA CENTRE 1 RACE CONTROL SUITES 10 HOSPITALITY 9 HAILWOODS RESTAURANT 13 14 15 HAILWOODS RESTAURANT 10 HOSPITALITY SUITES RESTAURANT 10 HOSPITALITY SUITES 9 HAILWOODS

PARK

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PARKING

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RACE DAY TIMETABLE SATURDAY 24th October 2020 9.00am

15 minutes Qualifying

Golden Era Supersport / Steelsport

9.19am

15 minutes Qualifying

Thundersport Superteens & Thundersport 500 FM

9.38am

15 minutes Qualifying

Pre-National 600 Sport

9.57am

15 minutes Qualifying

GP1 Classic, Sport & FM & Golden Era SBK

10.16am

15 minutes Qualifying

Thundersport 500 Elite, Sportsman & Seniors

10.35am

15 minutes Qualifying

GP2-Supertwins/Stocktwins & 600 FM

10.54am

15 minutes Qualifying

Thundersport GP1 Sportsman & Elite

11.13am

15 minutes Qualifying

Thundersport 600 Sportsman Elite

11.40am

Race 1

Golden Era Supersport / Steelsport

8 Laps (18 miles)

12.02pm

Race 2

Thundersport Superteens & Thundersport 500 FM

8 Laps (18 miles)

12.24pm

Race 3

Pre-National 600 Sport

8 Laps (18 miles)

12.46pm

Race 4

GP1 Classic, Sport & FM & Golden Era SBK

8 Laps (18 miles)

1.08pm

Race 5

Thundersport 500 Elite, Sportsman & Seniors

8 Laps (18 miles)

Lunch Break 2.00pm

Race 6

Thundersport GP1 Sportsman & Elite

12 Laps (26 miles)

2.25pm

Race 7

GP2-Supertwins/Stocktwins & 600 FM

8 Laps (18 miles)

2.47pm

Race 8

Thundersport 600 Sportsman Elite

12 Laps (26 miles)

3.12pm

Race 9

Golden Era Supersport / Steelsport

8 Laps (18 miles)

3.34pm

Race 10

Thundersport Superteens & Thundersport 500 FM

8 Laps (18 miles)

3.56pm

Race 11

Pre-National 600 Sport

8 Laps (18 miles)

4.18pm

Race 12

GP1 Classic, Sport & FM & Golden Era SBK

8 Laps (18 miles)

4.40pm

Race 13

Thundersport 500 Elite, Sportsman & Seniors

8 Laps (18 miles)

5.02pm

Race 14

GP2-Supertwins/Stocktwins & 600 FM

8 Laps (18 miles)

5.24pm

Race 15

GB Racing British Military Services

8 Laps (18 miles)

PRESENTATION OF TROPHIES ON THE PODIUM AFTER EACH RACE

RACE DAY TIMETABLE SUNDAY 25th October 2020 9.00am

8 minutes Warm Up

Stocktwins, 500 FM & Superteens

9.12am

8 minutes Warm Up

Thundersport 600 Sportsman & Golden Era Supersport

9.24am

8 minutes Warm Up

Golden Era Superbike/GP1C/Cup & Golden Era Steelsport

9.36am

8 minutes Warm Up

Pre-National 600 Sport/Freshman & GP2-Supertwins

9.48am

8 minutes Warm Up

Thundersport GP1 Sportsman/Elite & 600 Elite

10.00am

8 minutes Warm Up

Thundersport 500 Elite, Sportsman & Seniors

10.20am

Race 1

10.42am

Race 2

Thundersport Superteens & Thundersport 500 FM

8 Laps (18 miles)

11.04am

Race 3

Pre-National 600 Sport

8 Laps (18 miles)

11.26am

Race 4

Thundersport GP1 Sportsman & Elite

12 Laps (26 miles)

11.51am

Race 5

GP1 Classic, Sport & FM & Golden Era SBK

8 Laps (18 miles)

12.13pm

Race 6

Thundersport 500 Elite, Sportsman & Seniors

8 Laps (18 miles)

12.35pm

Race 7

Thundersport 600 Sportsman Elite

12 Laps (26 miles)

1.00pm

Race 8

GP2-Supertwins/Stocktwins & 600 FM

8 Laps (18 miles)

Golden Era Supersport / Steelsport

8 Laps (18 miles)

Lunch Break 1.50pm

Race 9

Golden Era Supersport / Steelsport

8 Laps (18 miles)

2.12pm

Race 10

Thundersport Superteens & Thundersport 500 FM

8 Laps (18 miles)

2.34pm

Race 11

Pre-National 600 Sport

8 Laps (18 miles)

2.56pm

Race 12

Thundersport GP1 Sportsman & Elite

12 Laps (26 miles)

3.20pm

Race 13

GP1 Classic, Sport & FM & Golden Era SBK

8 Laps (18 miles)

3.42pm

Race 14

Thundersport 500 Elite, Sportsman & Seniors

8 Laps (18 miles)

4.04pm

Race 15

Thundersport 600 Sportsman Elite

12 Laps (26 miles)

4.30pm

Race 16

GP2-Supertwins/Stocktwins & 600 FM

8 Laps (18 miles)

PRESENTATION OF TROPHIES ON THE PODIUM AFTER EACH RACE

CAPTIVATING CADWELL -

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Jewel of the Wolds

Welcome to historic Cadwell Park - 2.18 miles of twisting tarmac that will test your skill and thrill your senses!

Before my own first race meeting at Cadwell Park back in the early 1990s, I was told that it was a “scratchers track” and from that I had assumed (correctly) that it was twisty.

A more accurate description at that time might have also included words like:- Narrow, Bumpy, Frighteningly Fast, Rough as a badgers backside and REALLY SCARY! It was, and still is, one of the most beautiful and challenging circuits anywhere in the world. It has a little bit of everything, including two very fast straights, the terrifying blind crested left-hander at the Gooseneck and a plethora of curves, dips, rises, hairpins & off camber corners.

That first visit for me resulted in a fairly lengthy ‘snooze’ of just under 2 weeks that had everybody except me very worried indeed.

I subsequently emerged from this extended rest of the eyelids with no long term effects other than a three month headache and a slight limp which still sees me wear out right shoes at double the rate of my left ones! (if you’d ever wondered why the

shoe shops in South London stopped displaying just right shoes on racks outside on the street, that might explain a thing or two for you...)

Cadwell Park always had a certain allure for real racers that even the millions of dollars spent on the latest Herman Tilke F1 / Moto-GP designs simply cannot even begin to replicate. Who needs garages like barns, acres of tarmac in the paddock, hospitality suites with giant TV screens and all the other stuff that big events seem to deem essential, when you have a ribbon of

tarmac that is laid out so sublimely on the natural contours of the Lincolnshire Wolds?

The americans say that if God rode a motorcycle it would be a HarleyDavidson. Well that may be true, but even if He did ride a Harley, He’d for sure be riding it at Cadwell Park and he’d be mighty scared!

For years the beauty of the circuit was - for many people - somewhat negated by the inherent dangers presented by the lack of run-off in many places around the circuit and chronic underinvestment on the site in general.

Improvements slowly began back in the Brands Hatch Leisure days of the mid-1990s and continued under the auspices of the Octagon Motorsports Group into the early 2000’s. Then, in 2003 the new Motor Sport Vision operation took over and some really

Copyright - Mike Dixon

Looking back towards the Hairpin from inside the barn that gave Barn Corner its name!

joined up thinking began to knit all of the previous work together and make further improvements that were previously considered to be ‘completely impossible’ actually happen.

On your first visit, your out lap will start by rolling down the assembly area slip road just prior to the magnificent Hall Bends.

This is a good thing, as next time you approach this section you will be pulling 3rd gear and you really need to remember just what awaits you over the blind crest that is the second right hander of this complex set of three bends which have surprising demands as well as several elevation changes.

In the old days there was a wooden pedestrian bridge across the track in the middle of this sector, used for shooting parties to cross into the woods. The right hand end of the bridge was supported by a huge earth bank that reached right across the run-off area on the right hand side of the track which came to within a yard of the edge of the tarmac, right at the apex. It gave the impression of racing into an ever narrowing tunnel entrance as the trees almost joined together overhead and the consequences of losing the front end here didn’t bear thinking about!

Surprisingly, the track itself has not changed, but with the hazards removed both on the right and left, it has transformed this sector into a wonderful challenge that is great when you get it right and not quite so unforgiving when you get it wrong.

Threading the needle from full right lean, to full left lean and then back to full right as you pop over the final crest and into the braking zone is a real thrill – particularly if you are lining up an outbraking move into the hairpin whilst you’re doing so - is very rewarding.

The next little surprise that the old Cadwell Park had for you was a right handed hairpin with zero run off and another earth bank facing you foursquare!

Again, the tarmac of the track itself is still exactly the same, but there is now an amount of safety run-off and a recticel faced protective tyre wall should things not work out quite as you’d planned. Even so the downhill approach whilst braking hard and perhaps slithering up the inside for an overtake, before slapping the bike onto its side to line up for the short burst down to Barn Corner is a busy little section of track.

Barn Corner is a name to conjure with in historical motorcycle racing terms.

Many a tale of ending up inside the barn have been told in the clubhouse

Copyright - Mike Dixon

At least a ready supply of straw bales was never far away! and when you look at the old photos, you can easily see it happening.

On my own first visit I didn’t actually notice the Barn on my first lap....

It wasn’t that I hadn’t been warned, or that it wasn’t just as scary as I’d been told... but my complete attention was taken up by something nobody had even thought to mention:There was a stone cottage on the side of the track before I ever got to Barn Corner! It even had milk bottles on the doorstep that were actually on the very edge of the track itself – I was truly shocked and thus didn’t even notice the equally scary barn until my second lap!

At this point it might be pertinent to direct your attention to the excellent black & white photographs shown here, which were taken in the 1970s

by Mike Dixon and which he has kindly given me permission to use.

Obviously they depict car racing of the period rather than bikes, but I chose them because they really do capture the essence of how I first

saw this section of track. The picture taken from inside the barn in particular says in a single shot what it would otherwise take a thousand words to convey.

Apart from the very obvious improvements of removing the cottage and the barn, this is one small section of track that has been slightly altered from the original layout.

The tarmac racing surface itself at Barn Corner exit now sits a full 6 metres further infield than in its original incarnation. This has slightly slowed down the exit speed onto the start/ finish straight and bikes are now not cranked over quite as far, for quite as long as they were up until 1999.

The exit from the hairpin all the way round to the new chicane still represents the start of one of the best roller-coaster motorcycle rides you’ll ever have though. A dash down to Barn Corner leads to the downhill swoop onto the start/finish straight that isn’t actually straight at all - where you scream up the gearbox whilst

Copyright - Mike Dixon

No milk bottles on the doorstep on this occasion.....

Now Barn Corner is a full 6 metres further infield. flying past your pit-board on the right before you’ve even had time to blink.

Rushing on past the Medical Centre, short circuit hairpin and under the new footbridge you are confronted by the daunting uphill left-hander of Coppice.

It doesn’t matter who you are, or how good you are on a bike – it will take you at least ten laps to get the approach speed here anywhere close to the limit.

Every lap you will realise that you could have gone in harder, faster and more aggressively, but you need to work your way slowly towards that invisible limit or you’ll find that you are suddenly over it!

So whilst you are learning and covering the brake lever with two fingers every lap and thinking about if, when, or how hard you are going to squeeze it, a rider with local track knowledge is bound to come screaming past you whilst grabbing another gear before disappearing onwards up into Charlies.

Don’t worry, it’s happened to everybody at some stage.

I can remember the great PierFrancesco Chilli with his eyeballs out on stalks when he first saw Coppice.

He was still racing in World Superbikes at the time, but on this day he was instructing on a European Superbike School day. He was already in a state of mild shock having just been driven around the Woodland section of the circuit in its older format. Back in the day, the approach to Coppice used to be dominated by a huge solitary oak tree standing in the middle of the grass dead ahead. It did have its trunk wrapped in multiple layers of car tyres, but this seemed to somehow accentuate the hazard it posed rather than mitigate it.

When he saw it he was transfixed, to the degree that he couldn’t actually get

any real words out... He just pointed in horror as the course car swept on up the hill towards Charlies In - all the time Frankie sat gibbering something unintelligible in Italian....

Just to prove that racers are a different breed though, by midafternoon the same day he was blasting up the hill still holding on to 5th gear on his GSXR 750 as if the tree didn’t exist at all!

Today both the old oak tree and the remains of the old Rally-X track that used to form the periphery of Coppice are long gone and the grass is clear right up to the top of the hill making it a much less daunting corner.

If Coppice is taken much faster than you first think, the absolute opposite is true for the entry to the double apexes of Charlies In and Charlies Out. This is probably because until you get Coppice right, you seem to have all the time in the world at Charlies In. Once you do get Coppice

right, Charlies as a whole becomes a proper handful though. You need to drift much wider than you think and apex really late if you are going to avoid running out of tarmac on the exit. Many a rider has taken the long and bumpy ride up the grass here and many others have done the “Grass-Sky-Grass-Sky Tango” as a result of being ejected out of the front door because they’ve asked too much of the rear tyre right by the recovery gate on the left.

Coming out onto the crest of Charlies is like entering a different circuit too.

Gone are the shady patches under the trees and on a sunny day you now get a clear view of the whole of the Club circuit laid out neatly on what looks like a grassy carpet. It looks friendly and inviting – it is actually – but it holds a whole new set of challenges that make Cadwell Park what it is.

The super fast swoop down the Park Straight compression dip robs you of any form of horizon to help judge speed and distance. You know that you’re going fast because the tyre wall by your right elbow is a blur, but gravity seems to be holding you back in your quest for more acceleration.

When you pop up onto the raised part of the Park Straight the world reappears and your initial impression is that you need to be thinking about braking for the fast approaching righthander, but this is an illusion.

Park Corner looks frighteningly tight, but in fact it opens out to welcome you and is another corner that you have to learn to trust by easing up to the limit.

Yes, the braking is hard, but it is quite late considering your approach speed and it feels perfectly natural to trail the brake a little into the turn without upsetting the front end. When you find the sweet and natural line by kissing the apex just after the halfway point of the corner and drifting out to use all of the track on the exit, it puts you in

Cadwell Park always promotes close racing action

perfect position to carry on swooping right-handed into the never ending Chris Curve. The white line on the inside briefly drifts out to meet you just after the old infield marshals post, but you need to be looking through the corner with your eye firmly on the outside of the track, because that’s where you need to be next.

The corner that is most new racers talk about after their first track session with their eyes like saucers - is the Gooseneck! For your first few laps into the Gooseneck you will find that it’s an act of faith that there is actually still tarmac over the crest, because you can’t see it!

You struggle to find a reference point initially, because the blind crest coincides with a fairly radical left turn that you really need to be committed to even before you can actually see it.

Strangely enough, the top of the tyre wall on the outside - the right hand side appearing in your sight line used to be your signal to dive left before it was too late. However, when the safety run-off was dramatically increased back in the early 2000s, this was no longer visible until it was way too late.... The trade off that gave the extra safety margin was certainly worth it, but it did catch a few riders out at first.

There is no longer an obvious reference point here, so the corner simply has to be treated with the utmost respect until you have learned the correct line and peel in points.

Once you have got it right the thrill is one you’ll struggle to match anywhere else, but you don’t have long to savour it as the 90 degree left-hander of Mansfield awaits you at the bottom of the hill. Mansfield is a tricky off-camber corner made all the more difficult by the steep downhill braking zone that makes the bike want to pivot over the front wheel spindle. A little rear brake pressure applied on the approach an

An airborne photo on your first visit! - It’s the law isn’t it? instant before the front brake bites alleviates some of this, but you never seem to be able to dial it right out and you are always acutely aware that you could lose the front or the rear at any time here!

There is then a short run down past the Club circuits timekeeping box to the new chicane. Until 2004 bikes used to carry straight on through the left hand kink at full speed into the bottom of the Mountain section, but a couple of high profile incidents where bikes cleared the central barrier and ended up in the path of oncoming traffic on the start/finish straight forced a change on safety grounds.

The current chicane isn’t actually the first attempt at making this section safer. Back in the 1980s Mansfield was a far sharper corner and it peeled left into a parabolic loop directly under the spectator bank.

This area to the left of where the track is today was called the “kidney” and was also incorporated into the Stockcar, Rally-X and Supermoto track layouts at various times. This

The Hairpin & Barn sections are now much improved

layout was abandoned in 1991 as it didn’t suit the Club circuit, which was the most commonly used layout back then - the Full Circuit only being available for a few weekends each year.

The current chicane was widely criticised when it was introduced and it certainly isn’t ideal, but it has undoubtedly improved safety.

Many of us would have preferred to see a more open ‘S’ bend starting back much closer to the club timekeeping box, perhaps mirroring the lovely sweepers of Hall Bends and perhaps one day that will happen.....

The short blast from the chicane exit back under the new footbridge into the left-hander at the bottom of the Mountain gives another good opportunity for a block pass, but such a move compromises the precise line needed for the right hand turn that leads to the steep climb up the Mountain itself (and the obligatory

airborne photo opportunity for first time visitors). It’s only when you try to walk,

or cycle, up this section of the course that you realise just how steep it really is. Once you’ve walked it though, you’ll understand why it’s important to get the correct line up the hill. This isn’t actually a straight run, as the track kinks slightly to the right as it goes over the crest, so you have to make an angled attack up the hill to ensure that when you land you are still actually on the tarmac!

As soon as the front wheel stops pointing at the sky, you are screaming back towards the entry of Hall Bends and aren’t you just glad that you know what’s coming next?

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11

GOLDEN ERA SUPERSPORT & STEELSPORT 1 3 8 11 14 15 16 18 19 34 41 43 51 56 57 60 61 66 68 70 71 73 75 77 84 86 92 97 150 162 171 175 191 202 212 267 315 338 315 338

Ryan Garside Adrian Bridges (v) Jason Goodwin (v) Gary Lawton Brad Davey (v) Dan Taylor Luke MacRae Carl Vickers (v) Neil Schofield (v) Ryan Hughes Daniel Jones Rob Vickerman Paul Debnam (v) Phil Cox (v) Alan Curtis Dave Langley David Snipp Liam Vella Nick Wainwright (v) Rob Pearce Damian Davis Oliver MacRae Harry Pullar Matty Whelan Ash Gibson John Gibson (v) Danny Dulson David Williams James Curry Gethin Edwards (v) Ian Davidson (v) Nik Sweet (v) Wayne Kemp Lee Clack (v) Alex Platt Chris Spooner Ashley Thompson David Parkinson (v) Ashley Thompson David Parkinson (v)

Fleetwood Solihull Rotherham Lincoln Abingdon Scunthorpe Billingshurst Nantwich Barnsley Brackley Shirley Willerby Irthlingborough Maldon Helston Dereham Clacton on sea Lincoln Beverley Wantage Aintree Billingshurst Crieff Barnsley Woodley Stockholm Wrexham Covenham Sleaford Holyhead Camberley Tamworth Hyde Epsom Lincoln Stoke on Trent Market Rasen St Helens Market Rasen St Helens

GOLDEN ERA STEELSPORT 1 Matty Whelan 2 Gethin Edwards 3 Paul Debnam 4 John Gibson 5 James Leatham 6 Jason Goodwin 7 Brad Davey 8 Andrew Blacka 9 Steve Lester 10 Andrew Kitchen

275 238 168 85 83 80 77 40 35 32

Myerscough EasyPay Chipmonk Nut Racing Goodwin Racing RAF MSA Moto 14 Specialist Surface Preparation European Pumps Services CV Racing Schofield Racing RNRMRRT Chipmonk Nut Racing Air Tech / RAF MSA Hellcat Racing AF Switchgear RNRMRRT Petes Plumbing/Westcotec STAR Racing Vella Racing Paintzfiction Racing RP Racing Dayo Racing's European Pumps Services HH Racing ATS Racing Green Ant Racing CT Racing WT Racing Boz Racing RNRMRRT TN Robinson Ltd UK Defence Networks171 NS Racing WCA Racing UK Defence Networks202 B & B Motorcycles CV Racing Moto 46 Team Gee-Wee Racing Moto 46 Team Gee-Wee Racing

GOLDEN ERA VETERANS 1 Nik Sweet 2 Carl Vickers 3 Gethin Edwards 4 Neil Schofield 5 Adrian Bridges 6 Paul Debnam 7 Ian Davidson 8 Nick Wainwright 9 David Parkinson 10 Rob Tucker

278 209 201 161 118 110 72 68 65 58

Yamaha Yamaha Honda Yamaha Ducati Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Honda Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Yamaha Honda Yamaha Ducati Yamaha Yamaha Yamaha Honda Honda Yamaha Yamaha Honda Suzuki Yamaha Yamaha Yamaha Yamaha Yamaha

SS SS SF SS SF SS SS SS SS SS SS SS SF SS SS SS SS SS SS SS SS SS SS SF SS SF SS SS SS SF SS SS SS SS SS SS SS SS SS SS

GOLDEN ERA SUPERSPORT 1 Ashley Thompson 2 Ryan Garside 3 Luke MacRae 4 Matty Whelan 5 Daniel Jones 6 Dave Langley 7 Alex Platt 8 Liam Vella 9 Dan Taylor 10 Harry Pullar

CLASS LAP RECORDS & 2019 CHAMPIONS

Supersport - 1.35.152 - Chris Hellewell Steelsport - 1.37.881 - Mark Biswell

600 600 600 600 748 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 748 600 600 600 600 600 600 600 600 600 600 600 600 600 600

- 2019 Champion Tony Waistnage - 2019 Champion Ryan Garside

259 213 178 147 124 93 88 74 71 70

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ALTO DIGITAL

THUNDERSPORT GP3 SUPERTEENS/GP2 CUP & THUNDERSPORT 500 FRESHMAN 7 12 15 16 17 20 21 22 23 25 30 31 34 42 43 44 46 48 50 51 52 53 55 63 66 68 69 72 77 80 110 142 145 159 171 255 489 775

Kieran Smith Max Bartle Matthew Rutter Jamie Hanks-Elliott Zak Shelton Scott McCrory Scarlett Robinson Cameron Dawson Lewis Smart Lewis Jones Ajay Carey Chace Collymore Lissy Whitmore Christopher Johnson Adam Kirton Jack Smith Ash Barnes Joe Howard Jayda Howe Alex Duncan Kam Dixon Steven Dean Harrison Dessoy Paul Wild Katie Hand Lucca Allen Shaun O'Hara Martin Burnett Finley Arscott Nick Creasey George Hopper Robin Newbold Bradley Catling Tyler Viveiros Charlotte Marcuzzo Andrew Clark Stuart Ratcliffe Christian Smith

Reading Lincoln Chestre le Street Birmingham Mansfield Larne NI New Mills Dungannon NI Sandy Tycroes Lisburn NI Mirfield Morton Croydon Dereham Rotherham Lincoln Rochdale Ipswich Newtownards Norwich Gainsborough Grays Hull Caistor Birmingham Strood Carnmoney NI Lifton Spalding Derby Dronfield Selby Stockbridge Norwich Kendal Brierley Hill Reading

500 FRESHMAN

GP3-SUPERTEENS 1 Finley Arscott 2 Joe Howard 3 Scott McCrory 4 George Hopper 5 Katie Hand 6 Matthew Rutter 7 Lewis Jones (ktm) 8 Alex Duncan 9 Chace Collymore 10 Martin Burnett

RS Racing Academy Lincs Road & Race Rutters Race Team Hanks Racing M&S Performance Jackal Racing The Fire Place KMR / Dawson Race Smart Lewis Jones Racing KMR / Dawson Collymore Racing Whitmore Racing Racecraft AK Racing JS Racing Barney Racing Samper Installations Jayda Howe Racing Alex Duncan Racing 51 SBR Ruby Racing Eastern Garage Racing Al's Autos #handracing66 Allen Racing HWW Factory Racing Zakado Racing Arscott Racing MC Racing Hopper Racing RN Racing DNL British Army Race Team Team 17 Big Toe Racing Freddie Ratcliffe Racing RS Racing Academy

250 204 143 141 110 108 90 79 75 61

1 Adam Kirton 2 Paul Wild 3 Lewis Smart 4 Robin Newbold 5 Max Bartle 6 Chris Grieve 7 Mark Dickinson 8 Nick Creasey 9 James McMillan 10 Tyler Viveiros

221 176 166 114 111 100 74 66 65 48

Kawasaki Honda Kawasaki Kawasaki Kawasaki Yamaha Kawasaki Kawasaki Honda KTM Yamaha KTM Yamaha Kawasaki Honda KTM Kawasaki Kawasaki Yamaha Kawasaki Kawasaki Honda Kawasaki Honda Yamaha Kawasaki Honda Yamaha Kawasaki Honda Kawasaki Honda Honda Honda Kawasaki Honda Honda Kawasaki

400 500 300 400 400 300 400 400 500 390 320 390 300 400 500 390 400 300 300 300 400 500 400 500 300 400 500 300 300 500 300 500 500 500 300 500 500 400

13

GP2 FM GP3 GP2 GP2 GP3 GP2 GP2 FM GP3 GP2 GP3 GP3 GP2 FM GP3 GP2 GP3 GP3 GP3 GP2 FM GP2 FM GP3 GP2 FM GP3 GP3 FM GP3 FM FM FM GP3 FM FM GP2

THUNDERSPORT JUNIOR CUP 1 Finley Arscott 2 Joe Howard 3 Kieran Smith 4 George Hopper 5 Scott McCrory 6 Lynden Leatherland 7 Christian Smith 8 Lewis Jones (ktm) 9 Katie Hand 10 Matthew Rutter

CLASS LAP RECORD & 2019 CHAMPIONS

Thundersport Superteens Lap Record - 1.41.638 - Harris Beech Thundersport 500 Lap Record - 1.40.464 - Will Leaning 2019 GP3 Superteen Champion - Joe Talbot 2019 GP2 Cup Champion - Zak Shelton 2019 500 Freshman Champion - Gary Gray

225 190 116 115 113 86 85 81 75 74

Would y’s moind just explainin’ dat to me again?

Ya bought some tyres from a fella on da internet for more dan we can bouy ‘em from Alan roight here in da paddock?

A&R Racing Pre-National 600 Sport No 6 8 19 26 30 32 33 39 44 54 55 56 59 62 75 76 78 79 80 83 86 90 94 100 101 121 131 181 221 261 300 513 643 647 777 991

Rider Josh Hipwell George Pidcock Ben Grayson Bailey Harker David Leith James Leslie Jack Pearce James McKenzie Jorge Halliday John Marsh Arthur Gissing Robert Llewelyn-Thomas Ben Wales Sam Cartwright Max Wilmot Josh Smith John Miller Nick Barnes Morgan Creasey Richard Hughes Oliver Dean Andrew Lyle Jack Ashpole Scott Watterson Christopher Asquith Liam Thornton Colin Wilson Shane Payne Marc Batson Liam Silvain Sam Ho Zach Tansley Harry Harris Thomas Major Neil Rutledge Dean Bednarek

Hometown Doncaster Swanwick Armthorpe Spalding Dundee Ruislip Worksop Clydebank Chilwell Burnley Broughton Plymouth Byram Corsham Gosport Reading Swindon Peterborough Spalding Walsall Wakefield Worksop Bedford Daventry Bradford Bootle Yeovil Telford Bishop Auckland Bury St Edmunds Nantwich Chaddesden Broadway Derby Newark Pudsey

Team Hipwell Racing 8 Ball Custom Paintwork BGR Motorsports Harker Racing British Army Race Team RAF MSA B&L Services British Army Race Team Jorge Halliday Racing Marsh Racing Bass Tyre Service / NLC RNRMRRT BWR British Army Race Team RNRMRRT JJs Racing British Army Race Team Park Electric MC Racing Stumpy Racing OC Graphics KS Performance JA racing SW Racing CA Racing Thornton Racing RNRMRRT The Wheelman Ltd MB Racing Silvain Racing Moores Metals Jeff Tansley Electrical Bespoke Bathing Racing MajorTomRacing647 Rutledge Racing HEC Decorating Spec.

15

Machine Yamaha Yamaha Kawasaki Yamaha Yamaha Yamaha Kawasaki Suzuki Yamaha Honda Yamaha Yamaha Yamaha Honda Yamaha Yamaha Yamaha Yamaha Yamaha Honda Yamaha Kawasaki Kawasaki Suzuki Yamaha Kawasaki Suzuki Yamaha Yamaha Yamaha Yamaha Triumph Yamaha Triumph Yamaha Yamaha

cc 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600 675 600 675 600 600

CL S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S S

PRE-NATIONAL 600 SPORT 1 Ben Grayson 2 Thomas Major 3 Jack Pearce 4 Josh Hipwell 5 Brandon McCabe 6 Nick Barnes 7 Sam Ho 8 Clayton Grover 9 Tim Whittle 10 Zach Tansley

CLASS LAP RECORDS & 2019 CHAMPIONS

Sport - 1.34.118 - Ashley Milburn - 2019 Champion Aran Sadler Freshman - 1.36.630 - Jake Ward - 2019 Champion Gareth Roberts

270 165 152 129 122 120 119 78 66 65

Bolt-on secondary crankcase protective covers Designed, developed & manufactured in-house Distributed Worldwide for use on track & road

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GB Racing Thundersport GP1 Sportsman & Elite No Rider

Hometown

Team

17

Machine

cc

CL

2

Stephen Taylor

Oakham

STR Racing Team#2

Suzuki

1000

E

3

Adam Reavill

Grimsby

Specsavers Hull Racing

Suzuki

1000

E

4

Richie Harrison

Fleetwood

RAP Racing

Kawasaki

1000

E

5

Alex Baker

Ormskirk

Team BBR

Suzuki

1000

E

9

Paul Charman

Accrington

MKW RaceEngineer.co.uk

Yamaha

1000

E

13 Gary McCoy

Cookstown NI

Madbros

Suzuki

1000

E

22 Craig Neve

Immingham

Callmac Scaffolding

BMW

1000

E

24 Lee McLaughlin

Leeds

Lee Mc/JAB Racing

Suzuki

1000

E

28 Oliver Towl

Louth

Towl Racing

Yamaha

1000

S

37 Peter Brown

Salisbury

British Army Race Team

Yamaha

1000

E

42 Richard Charlton

Durham

RCR

BMW

1000

E

143 Seb Bulpin

Camberley

SB Racing

Ducati

959

E

45 Chris Curtis

Hawbridge

MSG Racing & Dyno

Suzuki

1000

S

46 Robert Coppock

Runcorn

RC Racing

Honda

1000

S

51 Leon Wilton

Liss

British Army Race Team

Yamaha

1000

S

52 Jordan Rushby

Beverley

Alliance Steel Racing

BMW

1000

E

57 Ryan Strafford

Mirfield

RS Racing

Kawasaki

1000

E

66 Brendan Mallinder

Rotherham

Team Mally

BMW

1000

E

68 Kieran Forbes

Leeds

FB Racing

BMW

1000

S

74 Joey Thompson

Cliffe

Thompsons Fish

Suzuki

1000

E

81 James Hind

Market Rasen

NL Components

Suzuki

1000

E

84 Antony Moore

Beverley

Specsavers Hull Racing

Suzuki

1000

S

90 Michael Austin

Oxford

MPA Racing

Suzuki

1000

E

94 Joe Miller

Hull

M-Tec Racing

Kawasaki

1000

S

95 Ross Simpson

Chessington

Simpson Racing

BMW

1000

E

100 Andy Denyer

Uckfield

Mad Dog Racing

Yamaha

1000

E

111 John Robb

Stockport

EMTT / John Robb Racing

Suzuki

1000

E

136 Callum Ward

Melton

CW Racing

Suzuki

1000

E

145 Daniel Forbes

Leeds

FB Racing

Suzuki

1000

S

195 Simon Franklin

Durham

Franklin Racing

Kawasaki

1000

S

543 Stefan Ellis

Worcester

Bespoke Bathing Co

Yamaha

1000

S

775 Robert Smith

Reading

SCH Motoprep

BMW

1000

E

THUNDERSPORT GP1 SPORTSMAN 1 Robert Coppock 2 Daniel Forbes 3 Antony Moore 4 Kieran Forbes 5 Oliver Towl 6 Alex Pozzi 7 Ryan Cooper 8 Alberto Solera 9 Aaron Collins 10 Chris Curtis

191 181 158 98 91 86 64 45 44 44

THUNDERSPORT GP1 ELITE 1 Ross Simpson 2 Adam Reavill 3 Brendan Mallinder 4 Phil Crowe 5 Lee McLaughlin 6 Lee Williams 7 James Hind 8 Seb Bulpin 9 Robert Smith 10 Josh Daley

CLASS LAP RECORD & 2019 CHAMPIONS Lap Record 1.29.447 Phil Crowe 2019 Elite Champion - Lee Williams 2019 Sportsman Champion - Lee McLaughlin

158 150 130 115 112 100 76 67 49 48

THE TRUE COST OF RACING...

DO NOT LEAVE THIS ARTICLE LYING AROUND...

Adrenalin addiction / expense can start at an early age As we are now in the age of digital only programmes, you won’t need to pull these two pages out of the programme before your wife / girlfriend or mum sees them.

However, if you are particularly sensitive about finances, or like my mate Phil who is always the last one to the bar, you might want to look away now.

This is a subject I have visited before, because it is something we get asked all the time by aspiring new racers. “How much does it cost to go racing?”

Covid-19 and the hardship it is bound to bring with it has prompted me to come back to it though.

I think we will all be affected by it into next season and if some people want to keep racing, they may have to modify their outlay and maybe even change class for something more affordable.

I once overheard a pit wall conversation between a prospective new racer and one of our regulars (who shall remain nameless in order to protect him from dire consequences).

“So what do the extras cost, like a pair of wet tyres?” was the question I first overheard. Pretty normal stuff and I hope that my facial expression didn’t change when the answer came back:“Oh, about £75 for a pair from A&R or Holbeach mate!” The lie seemed to trip easily off the tongue as if it had been uttered many times before and the reason for this was that the wife of the chap concerned was standing just a couple of yards away wiping the Suzuki GSXR race bike down with a soft cloth.

I just kept walking and hoped that she didn’t notice my shoulders shaking with the barely contained laughter, as I remembered the days of telling those very same lies to my wife years ago (This was before I married Bernadette - she actually helped pay for my racing both before & after we got married. Keep shopping around boys, the gems are out there.)

Most of us have done it, as admitting the true cost of racing seems to be something we all avoid at all costs.

The problem is that once you’ve experienced the thrill and excitement of it, nothing else will do. It’s only once the needle is in your arm that you truly

understand what Steve McQueen meant when he uttered that famous quote “Racing is Life. Anything that happens before or after is just waiting!”

OK, if you haven’t looked away yet, it’s too late.......... You may need to read the rest of this article with a torch, whilst hidden under the duvet, but whatever you do don’t leave it lying around at home.

Racing is horrendously expensive.

There you are - I’ve said it.

We all know it and we all find ways of doing a bit of creative accounting to hide from that nasty fact.

OK, but here is the counterpoint:- It is genuinely the most fun you can have with your clothes on, nothing else I have tried in my 59 years on this planet even comes close. It is addictive both on track and for the camaraderie that you find in the paddock. You will meet friends here that last a lifetime and the key thing about your racing buddies is that they will understand your obsession, because they share it. They won’t be left standing there looking like a confused Spaniel when you are talking about the time and effort you put into your racing and your bike.

As a life experience, if you’re placing it in some kind of value for money scale, from that perspective it is CHEAP. Hang on to that thought!

There are degrees of expense though and I’m not sure that you can demonstrate a straight line between the thrill of racing

an old East German MZ250 and a fire breathing GP1 machine with all the whistles and bells.

It really is just a case of finding out which one flicks your switch and what you are willing or able to finance.

For many riders the thrill of banging elbows in the first corner on a Thundersport 500 and then tussling with a full grid of equal machines is the best bang for your buck. Racing that close is certainly a massive thrill, but for some that is just too competitive or simply not glamourous enough.

Others simply have to ride a 200 bhp missile that they are only ever just in control of and the fizz of fear laden adrenalin that comes with it. That fine balancing act of pushing right up to the limit of how fast it is possible to get from one apex to the next is the only thing that really gets their blood fizzing.

I have updated an old table I created for one of the shows a few years ago and reprinted it here just as a guide to what each respective class costs and what you can expect for your money.

Obviously there are many variables and none of these costs take into account that at the end of each season, if you choose to sell up, you can recoup a fair proportion of your kit costs.

I have included a couple of other clubs classes just as a guide and also the BSB Superstock 600 class as that is their mainstream entry level.

None of this is black & white as you have to factor in how much qualifying time you are allocated, which I have not included.

As you all know, here at Thundersport every rider has access to a morning Warm Up period on the second day of each

meeting in addition to a Full 15 minutes of qualifying time and that is not included elsewhere.

Likewise the BSB Superstock class looks very expensive, but you do get more practice time than we have included for the other classes.

The big surprise this time for me wasn’t that Thundersport 500 was the cheapest way to go racing, but how close to it the Golden Era Steelsport class is.

The two old 2-stroke classes have to be given some leeway too, as they are now almost classics and are therefore getting quite expensive to keep running, but I would have to question the long term viability of them in comparison to the other budget classes.

I did start to work out the costs on the 250 Grand Prix class, but the numbers made even my eyes water so I have not included them as I don’t want to be cited in divorce proceedings on multiple counts.

Of course all of these championships are calculated utilising used bikes and have less residual value in their machines at the end of the season, but you could also say that their machines have already depreciated, so they’re not going to lose much in value percentage wise.

It also really comes down to what you actually want to race and where you want to race it.

MZs & YPMs have a good home at Bemsee and the spread of venues that allows goes some way towards making up for the fact that they’re not exactly cutting edge bikes.

The Suzuki Bandits with NG are also good value hampered only by lack of good race distances.

However, if you’re looking for something modern, stylish and attractive the Pre-

National 600 class looks to be pretty good value for money.

The route I often recommend to new riders goes from Golden Era Steelsport or Supersport, to Pre-National 600 or Sportsman 600 and then on to whatever got you interested in racing in the first place.

Shining through though is the fact that the humble CB500 is still the most accessible route into an incredibly competitive class, with low maintenance costs and very simple mechanics that should ensure excellent reliability.

I fully expect in the aftermath of Covid-19 to see massive interest in the Golden Era Steelsport class and in the GP1 Classics, as both sorts of bike can still turn in very respectable lap times.

I have tried to account for track time, but have not given it any weighting (because it was too complex), and ended up ranking the cost-effectiveness on cost per race excluding buying the bike. That doesn’t mean to say that number 1 is best and number 10 is worst, as it’s really just a matter of what each individual rider considers the best bang for his/her buck.

Some older bikes hardly lose any value, whereas the newer ones devalue significantly.

It’s a question of how you want to live your life and how you value your free time.

When anyone asks what I did with the best 100,000 grand I ever had, I´ll just say “I spent 80.000 on racing and women and wasted the rest!”

And I`ll be happier with that than most people I know outside of racing.

Thundersport 500

Golden Era Steelsport

GP3 - Superteens

BMZRC 250 CUP

Suzuki 600 Bandits

Pre-National 600

EMRA Earlystocks

YPMRC TZR 250

Thundersport GP1

BSB Superstock 600

Cost of Competitive Bike (used) Tyres Spares Wets on Wheels Fuel (Race & Genny) Entry Fees

2000.00 650.00 250.00 250.00 600.00 2072.00

1200.00 1275.00 500.00 250.00 600.00 2072.00

3500.00 1500.00 500.00 450.00 600.00 2072.00

3000.00 1000.00 800.00 450.00 700.00 2500.00

2000.00 1500.00 500.00 400.00 600.00 2240.00

5000.00 2250.00 1000.00 800.00 700.00 2072.00

2000.00 1000.00 500.00 500.00 500.00 1160.00

3500.00 2000.00 1250.00 700.00 700.00 2500.00

9000.00 4750.00 1500.00 1000.00 900.00 2045.00

9500.00 7500.00 1500.00 1000.00 2000.00 3450.00

Number of Race Days Number of Races Average Track Time per Day

15 30 48 mins

15 30 48 mins

15 30 48 mins

15 29 35 mins

13 26 35 mins

15 30 48 mins

8 16 30 mins

15 29 35 mins

15 24 48 mins

12 12 35 mins

Total Cost Cost Per Meeting Cost per Race Cost per Race (excluding bike) Cost Effective Ranking

5822.00 727.75 194.06 127.40 1

5897.00 737.12 196.57 156.57 2

8622.00 1077.75 287.40 170.73 3

8450.00 1056.25 291.38 187.93 4

7240.00 1034.29 278.46 201.53 5

11822.00 1477.75 394.07 227.40 6

5660.00 707.50 353.75 228.75 7

10650.00 1331.25 367.24 246.55 8

19195.00 2399.38 799.79 424.79 9

24950.00 2079.17 2079.17 1287.50 10

This does not include food, travel or test days

“Is that all it costs?”

“You’d have to be a Mad Dog not to buy that!”

Track Insurance For track riders and amateur racers... ✓ Race Van Insurance n ✓ Trackday repatriation n ✓ Track bike fire & theft n ✓ In transit (van or trailer) n ✓ Track injury plans n ✓ Trackday Damage* n ✓ Road policy discounts n n BeMoto is a trading name of Moto Broking Limited (company no. 09676058) n Registered Address: Ruthlyn House, 90 Lincoln Road, Peterborough, PE1 2SP n Moto Broking Limited is authorised and regulated by the Financial Conduct Authority (FCA number 715903) n Calls may be recorded and monitored n Subject to underwriting & exclusions n www.bemoto.uk/motorcycle-track-insurance n * Non-competitive Trackdays only, damage not covered for racing

21

BeMoto Thundersport GP1 Classic / Cup & Golden Era Superbike No 2 4 9 12 14 20 21 24 29 35 36 37 39 41 42 45 48 49 50 57 61 66 69 72 89 96 134 155 188 212 263 355

Rider Kieran Smith Mick Riddle Craig Neve Phill Palmer Brad Davey Andy Challis Daniel Southerland Andy Scanlon Thomas Ellam Mark Biswell Stuart Goodson Vince Carlton Steven Bland Adrian Hartog Gary Dawson Steve Bryson Alistair Wright Kevin Howdle Neville Lorimer Oliver Mann Nick Williamson Liam Vella Lee Brocklebank Gary Ford Chris Ganley Ian Evans Don Gilbert Mark Parnell Austen Webster Alex Platt Bryan Waite Mark Ess

Hometown Scunthorpe Truro Immingham Wantage Abingdon Peterborough Albrighton Thatcham Hemingborough Quainton Southsea Market Rasen Stansted Boston Rhyl Pontefract Liskeard Cannock Bicester Kegworth Southampton Lincoln Louth Chapel en le Frith Clevedon Caldicott Nutbourne Yarm Bude Lincoln Louth North Thoresby

THUNDERSPORT GP1 CUP 1 Neville Lorimer 2 Gary Ford 3 Sigitas Cerniauskas 4 Austen Webster 5 Scott Darnton 6 Chris Ganley 7 Daniel Matheson 8 Remigijus Matuzas 9 Barry Kelly 10 Brian Graham

197 190 152 128 100 100 100 64 52 36

Team Corkie Racing RAF MSA Alasdair Cowan Racing PP Racing Moto 14 CT Racing RAF MSA Stubble Racing ERC Bizzle Bikesport RNRMRRT CT Racing VP Racing Fuel AH Racing DGS Racing SB Racing Vigilance Global Alpha Training UK NFE Events Ollie Mann Racing RBM Vella Racing Solaire Hello Dave G-Rex Racing British Army Race Team S & N Tyres MP Racing AW Racing B & B Motorcycles Doom Valley Motorsport Hi-Lite Signs Racing

GOLDEN ERA SUPERBIKE 1 Nick Williamson 2 Oliver Mann 3 Stuart Goodson 4 Vince Carlton 5 Andy Scanlon 6 Mick Riddle 7 Greg Lewis 8 Andy Challis 9 Gareth Skinner 10 Adrian Bridges

260 190 133 124 114 103 50 48 42 10

Machine Suzuki Suzuki BMW Honda Ducati Suzuki Yamaha Ducati BMW Suzuki Suzuki Ducati Suzuki Yamaha Ducati Honda Aprilia Suzuki Suzuki Yamaha Honda Yamaha Yamaha Kawasaki Yamaha Kawasaki Suzuki Yamaha Suzuki Suzuki Yamaha Yamaha

cc 1000 750 1000 1000 998 750 1000 996 1000 1000 750 996 1000 1000 899 1000 1000 1000 1000 750 1000 1000 1000 1000 1000 1000 750 750 1000 600 750 750

CL GP SBK E CUP GP SBK GP SBK CUP GP SBK SBK GP GP CUP CUP CUP GP CUP SBK SBK GP GP CUP CUP CUP SBK SBK CUP SBK SBK SBK

THUNDERSPORT GP1 CLASSIC 1 Kieran Smith 2 Nick Williamson 3 Oliver Mann 4 Kevin Howdle 5 Mark Biswell 6 Steve Brittain 7 Vince Carlton 8 Stuart Goodson 9 Steven Bland 10 John Dieterman

CLASS LAP RECORDS & 2019 CHAMPIONS

265 177 143 123 100 91 76 76 68 64

GP1 Classic - 1.34.074 Richard Blunt - 2019 Champion Ryan Strafford Golden Era Superbike - 1.32.572 - Craig Neve - 2019 Champion Greg Lewis

I RIDE TO WIN.

DUNLOP TYRES & HMT RACING

23

THUNDERSPORT 500 Elite, Sportsman & Seniors 1 2 3 7 8 11 18 20 21 31 38 40 44 51 52 57 62 66 72 74 79 85 93 97 99 101 113 121 124 131 135 155 173 193 243 333 500 636

Grant Whitaker Elliott Humphrey Matthew Baker Daniel Swift Karl Foster Mark Leaning Richie Connole Josh Langman James Lee Max MacRae Martin Radford Rhys Hutchinson Charlie White Alan Tanton Rob Humpleby Dave King Neil Thompson Brett Price Bobby Campbell Jamie O'Brien Lee Silvain Chris Grieve James Cottenham Nick Rogers Steven Butterworth Darren Lunn Steven Kilpin Josh Leaning Lewis Booth Ross McCulloch Tim Hawkins Tom Nicholls Daryll Harker David McDonald Declan Reeve Sam Palfreyman Paul Manning Dave Catling

Halifax Scunthorpe Kiveton Park Maltby Scunthorpe Winterton Scotton Walsall Stockton on tees Wisborough Green Swanwick Middlesborough Southampton Hull Scunthorpe Grantham Peterborough Farley RAF Coningsby Liverpool Bury St Edmunds Hexham Bradford Ashby de la Zouch Wolverhampton Swadlincote Grantham Winterton Sale Lochdoon Minehead Bradford Harworth Scunthorpe North Cave Nottingham Retford Selby

Thundersport 500 Sportsman 1 Steven Butterworth 2 Brett Price 3 Charlie White 4 Max MacRae 5 Declan Reeve 6 Lewis Booth 7 Robert Carver 8 David MacDonald 9 Darren Lunn 10 Chris Grieve

213 196 179 124 92 88 84 78 73 66

HWW Race Products Rat Out Racing MAT Racing RP Motorsport Piston Fosters JLR Performance JLR Team ASJ Fibre-Lite Racing MacRae Racing MotoRad Racing Hutchinson Racing RNRMRRT Al's Autos Bella Racing RP Motorsport Orange Man Racing Price Racing Bobby Campbell Racing Windy Shed Classics Silvain Racing Team Barrasford Garage Jim Wells Speedshop PBSS Racing Rascal Racing Team 101 RP Motorsport Shane Brocklehurst Transport CDC Racing RJ McCulloch Plumbing Hawkins Racing Big Toe Racing Harker Racing D McDonald Build JLR Phoenix Microlights Doncastercars.com DNL Racing

Thundersport 500 Seniors 1 Martin Radford 2 Paul Manning 3 Alan Tanton 4 Karl Foster 5 Gary Gray 6 Richie Connole 7 Dave King 8 Mark Leaning 9 Stuart Cooke 10 Dan Brett

212 175 161 160 118 88 86 65 65 64

Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda Honda

500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500

E E S E V V V E E S V E S V S V V S V E V S S S S S V E S S V S V S S E V V

Thundersport 500 Elite 1 Grant Whitaker 2 Josh Leaning 3 Josh Langman 4 James Lee 5 Daniel Swift 6 Sam Palfreyman 7 Steven Butterworth 8 Finn Chalk 9 Charlie White 10 Rhys Hutchinson

CLASS LAP RECORD - 1.40.464 - Will Leaning 2019 CHAMPIONS

270 237 155 122 109 102 95 77 61 57

Thundersport 500 Elite - Grant Whitaker Thundersport 500 Sportsman - Josh Langman ****** Thundersport 500 Seniors - Chris Kingham

THESE ARE THE BEST DAYS OF OUR LIVES Savour them and store these memories There are no mugs in a modern race paddock, because in order to be here you need to have a reasonable income and a desire to follow your dreams.

You also have to have a certain mental strength in order to take the knocks when things don’t go according to plan and it is this quality above all others that helps to make you all even more successful in your normal life.

This is true for riders, team personnel, marshals and officials. We all have to develop these special strengths in our own environments, because if one link in the chain fails, the whole thing goes to hell in a handcart.

At the end of this strangest of seasons, we will all go back to our normal jobs on Monday morning, very slightly better at everything we do because of the challenges we have taken on over not only this weekend, but also this very difficult year.

You can’t get that boost from a trip to the garden centre or Costa Coffee.

Whether you know it or not, you are all better people for having taken on the challenge of being involved with racing motorcycles.

It isn’t like any other sport, because on the one hand it is a very individual thing (selfish) and on the other hand it is very much a team effort.

The individual side of it is because once you are out on track on the bike, you are very much on your own and you can only do your best and you know that the results sheets will give a definitive and factual assessment of your performance. Excuses can be made, but in your own mind you will KNOW whether you performed at your best or not and you can’t hide from that knowledge.

For the rider it’s also a very selfish thing. You are getting the main thrill and no matter how much you might want to, you can’t adequately share that with anyone else. You are also the one taking the risks and whilst that is entirely your absolute right, others are

On days where it all comes together, it just can’t get any better! bearing the burden of the anxiety that goes with it because you are the most important thing in the world to them.

The team part of it is much more difficult to quantify, but equally vital to any rider who wants to get the best out of the whole experience.

Whilst you’re on the bike you’re not thinking about your supporters egging you on, wanting you to do your best, get a top result and at the same time often squirming with the fear that something might conceivably go wrong.

It is possible to go racing without any support from others, but it is a far more stressful and a much less enjoyable experience. Having others to share your joy when things go right is even better than having their support when you are disappointed with your results.

On days where it all comes together, nothing else comes close in terms of the buzz you all get.

The only other sport that I can think of that has a similar dynamic is the Tour de France, because the lead rider in each team needs to be both selfish and reliant on the rest of the

squad.

For my trackside team it is a very similar experience. Nobody wants to have a crash-fest in their sector, but you have to be alert and 100% ready for it at all times.

Working the startline or the first few corners, you have to mentally work out exactly what you are going to do in a huge variety of scenarios and be in the starting blocks ready to leap into action during every race start. There needs to be an intrinsic and natural sense of trust in those around you, because the next few moments could require decisions that have life & death consequences.

Now that’s pressure!

It isn’t just the families on the pit wall that are holding their breath at that critical period of each race, believe me.

The rest of the course is also keyed up, but in a slightly different way and the latter sectors in each lap have a sense of heightened tension as the last lap approaches, ready for that last chance lunge that just could go wrong.

We all train hard in our own ways, the riders for optimum speed of course, but the trackside staff train for optimum performance on another level altogether and we all want to get

Two more key parts of the operation, the Mach 3 turbo crew! it right for each other.

This is the crux of the mutual professionalism that makes the whole thing work in the way it does and just being a part of it is fantastic.

Just over 25 years ago, when I first crossed over from being a rider to being an organiser, I saw all the barriers between competitors and officials that made it almost impossible to achieve that. I could see that the vast gaps in that interaction were all man-made and I wanted more than anything to change it for the better. Everyone within the establishment at the time said that I was just a jumped up riders representative with big ideas who wouldn’t last 5 minutes in Race Control when the situation got heated.

Well I guess someone forgot to turn the thermostat up high enough....

If you really believe in something you can make it happen, no matter what obstacles are put in your way.

True belief in yourself and your chosen project shine through and more often than not, that enthusiasm and confidence is infectious and makes others believe too.

The downside to that approach is that you just can’t fake it, if you’re trying to put on a confident front but deep down you have your doubts, people can smell it a mile away.

When, after 11 years, I lost that special feeling back in 2005-2006 I didn’t try to hide it, I was honest about the fact that I thought I had taken things as far as I possibly could within the constraints of my contract. Just being the best without continuing to improve is not a rewarding feeling. So I left the sport with the intention of going off to do something completely different in other

countries. I never thought I could get that passion back and carrying on without it seemed pointless, but a random conversation with an old friend changed all that just over a year later.

I knew that I had unfinished business and that it would be possible to build something that would be the new benchmark for all other organisers.

I just needed to find someone who had the same ambition and faith in my vision, plus enough spare cash to follow it through.

Syd was the man for the job and he has been a great partner, never doubting that what I said was possible and could be achieved with our limited funding.

At times it was a close run thing financially, but we got through the dire straits without having to sell our souls and it all came good in the end.

Right from the start people knew which one of those descriptions above best described the Thundersport GB team and the belief grew and spread until it almost had a life of its own. You could literally feel it, on the track, in the paddock and around the venues generally, it had a crackle and a buzz that was almost tangible and it’s still there today just as fresh as it was right at the start.

So 25 years later, I still have that desire to keep improving things and I now have the benefit of being surrounded by the best team of volunteers and professional medics I have ever worked with.

Trust me when I say you are in the hands of the best team in the business, because I’ve worked with just about everyone else in the business too.

All of us are here to help our current crop of riders to fulfil their dreams and as you all achieve those elusive highs, we share them too, because we all know that we were a part of it.

That’s the thing we all share, that little residual crackle of adrenalin that is still there with us when we go to work on Monday morning. I bet you all have it too.

Ordinary people who have had a weekend where the pinnacle of excitement was getting a two for one deal at the garden centre just don’t understand and they never will.

That is what sets all of you above the mundane, safe, boring world.

You are never mundane or boring!

Enjoy it, because these are the best days of your life.

He might look like an extra from Crocodile Dundee, but John Pedersen is the best Chief Marshal in the sport today

Crashing can produce some excellent pictures for your collection, but it’s never cheap!

So if it’s all getting a bit too squirrelly, talk to Teut.

IN RACING SUSPENSION SUSPENSION SET UP | SUSPENSION TUNING | SHOCK REBUILDING, REVALVING & RESHIMMING FORK TUNING, REVALVING & RESHIMMING | SUSPENSION SERVICING, REPAIR & REFURBISHMENT

TW Suspension Tech are official associate sponsor and technical partner for ThundersportGB 2018 providing professional suspension set up and support at each round.

Contact Teut Wiehn Today and get your bike professionally set up for each round /twsuspensiontech

twsuspensiontech.co.uk

TW SUSPENSION TECH 85 Dukes Meadow, Ingol, Preston PR2 7AU

E: enquiries@twsuspensiontech.co.uk T: 07743 735 346

Proud Sponsor of Thundersport GP1 Classic Championship

TW SUSPENSION

27

THUNDERSPORT 600 SPORTSMAN ELITE No 8 11 14 15 19 21 32 33 34 44 55 56 66 69 72 81 83 95 96 99 107 118 119 134 164 202 333

Rider Paul Cunvin Dominic Herbertson Lewis Arrowsmith Michael Coxon Joe Talbot Stephen Thomas Luke Burnett Taylor Rose Arnie Shelton Aran Sadler Kirt Powell Brian Fuidge Dan Frear Gareth Cunningham Bobby Campbell James Hind Harris Beech Max Stainton Ryan Dixon Jack Bednarek Dave Murphy Craig Moffat Alun Brooks Don Gilbert Joe Duggan Richard Gill Vinny Branch

Hometown Reading Hexham Preston Stockton Warrington Salisbury Branston Horley Bourne Pelton Spalding Poole Scunthorpe Slough RAF Coningsby Market Rasen Bridgnorth Louth Folkestone Pudsey Blackburn Helensburgh Welshpool Nutbourne Doncaster Indian Queens Thame

Team RAF MSA Cowton Racing Arrowsmith Racing MDC Racing WMC - JT19 Elite Services Racing Luke Burnett Racing Rose Racing Shelton Racing / MKW Aran Sadler racing Powell Racing RNRMRRT Bass Tyres / NLC Right Gear Racing Bobby Campbell Racing NL Components Batham Racing Stainton Racing Ryan Dixon Racing HEC Decorating CFM Red Line Roa Racing BBB Racing Brooks Boyz Racing S & N Tyres M&S Performance Giller Racing 202 Vinny Branch Racing

519 Eric Telger

RAF Croughton

543 Stefan Ellis

Worcester

THUNDERSPORT 600 SPORTSMAN 1 Stephen Thomas 2 Luke Burnett 3 Gareth Cunningham 4 Richard Gill 5 Aran Sadler 6 Eric Telger 7 Andy Smart 8 Kirt Powell 9 Barry Dimelow 10 Stefan Ellis

207 138 136 92 72 67 66 64 64 59

Machine Kawasaki Kawasaki Honda Yamaha Kawasaki Triumph Yamaha Triumph Kawasaki Kawasaki Kawasaki Kawasaki Yamaha Yamaha Triumph Yamaha Yamaha Kawasaki Yamaha Yamaha MV Agusta Triumph Kawasaki Kawasaki Kawasaki Yamaha Kawasaki

cc 600 600 600 600 600 675 600 675 600 600 600 600 600 600 675 600 600 600 600 600 675 675 600 600 600 600 600

CL E E S S E S S E E S S S E S S E E E E E E E S E E S S

Eric Telger Racing

Yamaha

600

S

Bespoke Bathing Co

Yamaha

600

S

THUNDERSPORT 600 ELITE 1 Arnie Shelton 2 Dan Frear 3 Joe Talbot 4 Ryan Dixon 5 James Hind 6 Max Wadsworth 7 Max Stainton 8 Stephen Thomas 9 Zak Corderoy 10 Jack Bednarek

CLASS LAP RECORD & 2019 CHAMPIONS Lap Record = 1.31.183 - Dean Hipwell 2019 Sportsman Champion Max Stainton 2019 Elite Champion Luke Hopkins

177 138 124 119 108 97 87 80 75 75

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29

THUNDERSPORT GP2 & STOCKTWINS inc THUNDERSPORT 600 FRESHMAN No Rider

Hometown

Team

Machine

cc

CL

2

Roddy Taylor

Aldershot

Roddy Taylor Racing

Kawasaki

650

GP2

7

Barry Gissing

Broughton

Bass Tyres / NLC

Yamaha

600

F

11 Dominic Herbertson

Hexham

Cowton Racing

Kawasaki

650

GP2

24 Max Lofthouse

Simonstone

Maxit 24-7

Kawasaki

650

GP2

27 David McKenzie

Grimsby

Uncle Buck Racing

Honda

600

F

29 James Alder

Gloucester

British Army Race Team

Suzuki

650

ST

30 Ryan Strafford

Mirfield

Patch Racing

Suzuki

650

GP2

34 Adrian Teasdale

Carlisle

Van Glass Racing

Suzuki

650

ST

38 Wilfrid Turner

New Mills

Caphead Racing

Suzuki

600

F

45 Andrew Castle

Scopwick

RAF MSA

Kawasaki

650

GP2

55 Jack Worth

Barnsley

DS Racing

Honda

125

GP2

56 Brian Fuidge

Poole

RNRMRRT

Kawasaki

650

GP2

58 Matthew McGowan

Enniskillin NI

McGowan Racing

Suzuki

650

ST

59 Josh Alder

Preston

JLA Racing

Yamaha

600

F

78 Scott Cowdry

Sleaford

SFC Racing

Yamaha

600

F

81 Luke Terry

Exmouth

RNRMRRT

Suzuki

650

GP2

83 Robert Childs

Leigh

JRC Racing

Suzuki

650

ST

86 Oliver Dean

Wakefield

OC Graphics

Kawasaki

650

GP2

90 Jason Markham

Salisbury

Markham Racing

Suzuki

650

ST

93 Liam Palmer

Tidworth

British Army Race Team

Suzuki

650

ST

98 Thomas Morris

Branston

Morris Racing

Honda

600

F

116 John Tierney

Birmingham

JT Racing

Triumph

675

F

119 Alun Brooks

Welshpool

Brooks Boyz Racing

Kawasaki

650

GP2

134 Leigh Jarrett

West Bromwich

LJ34 Motorsport

Yamaha

600

F

136 Paul Holdsworth

Sheffield

Brocklebank Reclaims

Kawasaki

600

F

198 Chris Turner

Comber NI

British Army Race Team

Kramer

690

GP2

235 Joe Miles

Bude

JM Racing

Suzuki

600

F

242 Keith Stringer

Whitby

Stringer Racing

Yamaha

600

F

313 Liam Taylor

Cannock

Reaper Racing

Kawasaki

600

F

616 Craig Szczypek

Buckingham

2Zs Racing

Suzuki

650

GP2

STOCKTWINS 1 Robert Childs 2 Jason Markham 3 Liam Palmer 4 Matthew McGowan 5 Ben Rainbow 6 Adrian Teasdale 7 James Alder 8 Richard Childs 9 Daniel Moffa 10 Will Young

THUNDERSPORT 600 FRESHMAN 230 190 151 146 130 89 71 65 58 58

1 Thomas Morris 2 Keith Stringer 3 John Tierney 4 Neville Otter 5 Wilfred Turner 6 Myles Speight 7 Gary Cranage 8 Luis Calado 9 Joshua Humphries 10 Joe Miles

270 139 117 116 100 93 75 68 56 55

GP2-SUPERTWINS 1 Max Lofthouse 2 Ryan Strafford 3 Robert Childs 4 Roddy Taylor 5 Jason Markham 6 Scott Campbell 7 Jonny Towers 8 Max Cook 9 Dean Ratcliff 10 Liam Palmer

CLASS LAP RECORDS & 2019 CHAMPIONS GP2-Supertwins 1.34.262 - Leon Jeacock - 2019 Champion Jacque Foley Stocktwins - 1.37.434 Dan Taylor - 2019 Champion Alberto Solera

291 157 124 105 97 96 85 80 75 68

The Choice of Champions

GB RACING

31

British Military Inter Services No 4 5 8 11 21 29 30 32 34 36 37 39 43 44 51 56 57 60 62 72 75 78 81 93 96 131

150 156 159 198 519

Rider Mick Riddle Andrew Castle Paul Cunvin Gary Lawton Daniel Southerland James Alder David Leith James Leslie Ryan Hughes Stuart Goodson Peter Brown James McKenzie Rob Vickerman Charlie White Leon Wilton Brian Fuidge Alan Curtis Dave Langley Sam Cartwright Bobby Campbell Max Wilmot John Miller Luke Terry Liam Palmer Ian Evans Colin Wilson

James Curry Robert Llewelyn-Thomas Tyler Viveiros Chris Turner Eric Telger

Hometown Truro Scopwick Reading Lincoln Albrighton Gloucester Dundee Ruislip Brackley Southsea Salisbury Clydebank Willerby Southampton Liss Poole Helston Dereham Corsham RAF Coningsby Gosport Swindon Exmouth Tidworth Caldicott Yeovil

Sleaford Plymouth Stockbridge Comber NI RAF Croughton

Team RAF MSA RAF MSA RAF MSA RAF MSA RAF MSA British Army Race Team British Army Race Team RAF MSA RNRMRRT RNRMRRT British Army Race Team British Army Race Team RAF MSA RNRMRRT British Army Race Team RNRMRRT RNRMRRT RAF MSA British Army Race Team RAF MSA RNRMRRT British Army Race Team RNRMRRT British Army Race Team British Army Race Team RNRMRRT

RNRMRRT RNRMRRT British Army Race Team British Army Race Team RAF MSA

Machine Suzuki Kawasaki Kawasaki Yamaha Yamaha Suzuki Yamaha Yamaha Yamaha Suzuki Yamaha Suzuki Yamaha Honda Yamaha Kawasaki Yamaha Honda Honda Triumph Yamaha Yamaha Suzuki Suzuki Kawasaki Suzuki

Yamaha Yamaha Honda Kramer Yamaha

cc 750 650 600 600 1000 650 600 600 600 750 1000 600 600 500 1000 600 600 600 600 675 600 600 650 650 1000 600

600 600 500 690 600

CL RAF RAF RAF RAF RAF Army Army RAF RNRM RNRM Army Army RAF RNRM Army RNRM RNRM RAF Army RAF RNRM Army RNRM Army Army RNRM

RNRM RNRM Army Army RAF

INDIVIDUAL STANDINGS

TEAM STANDINGS 1

RAF MOTORSPORTS TEAM

550

2

BRITISH ARMY RACE TEAM

413

3

ROYAL NAVY / ROYAL MARINES

331

1 Leon Wilton 2 Rob Vickerman 3 Eric Telger 4 James Leslie 5 Dave Langley 6 Stuart Goodson 7 David Leith 8 Ben Rainbow 9 Brian Fuidge 10 Max Wilmot

2019 CHAMPIONS

2019 Team Champions - British Army Road Race Team 2019 Individual Champion - Peter Brown

ARMY RAF RAF RAF RAF RNRM ARMY RAF RNRM RNRM

105 87 83 78 77 75 73 70 67 67

THE ORANGE ARMY When you watch a race meeting, any race meeting, you are there to be entertained and you give little thought to how the whole thing is organised and nor should you. You want to watch racing and plenty of it, because there’s nothing worse than watching an empty stretch of tarmac once the commentators run out of “filler time” stuff to talk about. This would obviously be a very rare event for John or Keith.

A slick race meeting has very little down time between races, which means that even on the rare occasion that one particular race might fizzle out or become processional, another one will be along pretty quickly and at Thundersport GB you are rarely waiting long for the next absolute corker of a race to play out in front of you.

Behind the scenes it is both a very complex and, at the same time, a Song & Dance skills are optional! very simple operation. It’s complex because there are many different facets that have to work together in harmony and synchronicity. At the same time it’s simple because every operation within the system has to be robust and failsafe. Our motto follows the principle of the “Triple S” – Safety, Security & Speed – in that order and that consists of a lot of checking and re-checking. Every now and again it may seem as though we are doing nothing, but there is always something happening in the background.

Marshals keep the meeting on schedule, no matter what is thrown at them during the course of events!

Operations such as ours rely entirely upon having excellent people at every key point, from the Technical Bay, Race Administration, through Assembly, on the grid and across every track control point. The skills of our key personnel cannot be overestimated, with all of them having to be ready and able to make life or death decisions at a moments notice. They are backed up by our medical teams who form the next layer of control that is ever present and ready to act in case of need.

I am extremely proud of our race-day team, not just for their renowned efficiency, but also for the positive attitude that makes some of the seemingly impossible race schedules I put on possible to complete. If you think you have what it takes to be a part of the “Thundersport Team” please get in touch with John Pedersen, Stuart Bailey or the administration office 07711 721638

Some just don’t make the grade!

The sense of achievement at the end of a busy weekend is on a par with that experienced by even the most ardent adrenaline-junky rider.

If you’d like to find out more about becoming part of the team, just contact our Chief Marshal - John Pedersen or Chief Technical Officer - Stuart Bailey by using the link on the Marshals & Officials page of www.thundersportgb.com

Some take “getting soggy” better than others...

THUNDERSPORT GB RACE CLASS INFORMATION As Race Organisers & Promoters we must continually adapt the race classes we run to accommodate the wide range of machinery that is available to compete on. With the modern sportsbike classes this generally falls into line with the various National and International factory supported series such as World Superbikes and British Superbikes.

However, some of the very best racing takes place on machinery that you wouldn’t immediately associate with an ideal base for a race bike. I don’t think Mr Honda looked at the first CB500 to roll off of the production line and thought “I bet that would make a great race bike!”

Well the truth is that pretty much anything with 2 wheels and an engine makes a pretty good race bike if is racing against something of fairly equal power / weight / technology. Have a quick search on the internet for “Underbone Racing” and you’ll find some of the craziest and closest racing you’ve ever seen with Indonesian kids riding stripped down 125cc chicken chasers around the streets of Manila.

As promoters and Organisers we have to come up with not only races to cater for pretty much anything that riders can afford, but at the same time it has to make financial sense for us as the bills we have to pay to put events on are eyewatering and scary in equal measure.

So the “Colonel Sanders 125 Chicken Chaser Grand Prix” will probably never come to a mainstream British circuit, but we do have an incredibly wide range of classes here at Thundersport GB that you won’t see anywhere else.

Here is a brief description of our classes (this is an outline only - please see full technical regs for more info):-

Thundersport GP1 These are the big capacity Open Class bikes featuring the latest Superbike & Superstock specification machinery.

There are very few restrictions on what you can do to these bikes as long as they comply with the standard ACU safety regulations. Even active suspension is technically permitted, although it rarely appears as the off the shelf systems are not fully developed yet.

We run 3 different levels of championship for these bikes dependant on each riders licence grade and experience.

Elite riders are generally National Licence holders or Clubman Licence holders who have a track record of excellence in previous seasons.

Sportsman riders are generally Clubman Licence holders or newly qualified National Licence holders or sometimes riders coming from the smaller classes with limited experience.

Cup class riders are Intermediate Novice Licence holders or Clubman Licence holders with less experience than that required to move into the Sportsman/Elite classes.

Cubic Capacity From 500 (2-stroke GP) or 700cc (4-stroke) Up to 750 (2-stroke) or 1200 (4-stroke) Dry Tyres No Restrictions on Brand Slick or Treaded Wet Tyres No Restrictions on Brand Full Wet or Rain Minimum Weight 100kg (2-Stroke) or 135kg (4-stroke) Engine Tuning Any Tuning Permitted No Turbo or Superchargers Electronics Any Electronics No Ship to Shore Data Transmission Thundersport 600 (including Pre-National 600) These are the middleweight bikes featuring the latest Supersport & Superstock specification machinery. There are a few more restrictions on what you can do to these bikes, but generally tuning and suspension upgrades are allowed as long as they comply with the standard ACU safety regulations. Active suspension and slick tyres are not permitted in these classes.

We run 4 different levels of championship for these bikes dependant on each riders licence grade and experience.

Elite riders are generally National Licence holders or Clubman Licence holders who have a track record of excellence in previous seasons.

Sportsman riders are generally Clubman Licence holders or newly qualified National Licence holders or sometimes riders coming from the smaller classes with limited experience.

Pre-National Sport class riders are Intermediate Novice Licence holders or Clubman Licence holders with less experience than that required to move into the Sportsman/Elite classes.

Pre-National Freshman riders are Novice or Intermediate Novice riders with less than 5 days race experience prior to the start of each season.

Cubic Capacity Dry Tyres Wet Tyres Minimum Weight Engine Tuning Electronics

From 401cc 4-stroke No Restrictions on Brand No Restrictions on Brand 161kg - 172kg (model specific) Any Tuning Permitted Any Electronics

Max 636 (4-cylinder) or 675 (3-cylinder) or 850 (2-cylinder) Treaded Only Full Wet or Rain No Turbo or Superchargers No Ship to Shore Data Transmission

Thundersport GP1 Classic & Golden Era Superbikes Around the year 2000 everything changed in the world of Superbikes with first the Yamaha R1 and then the first generation of Suzuki GSXR 1000s usurping the older 750cc homologation specials of the previous era. At that point we created a class for those great 750s and the Ducati 996s that raced against them called Golden Era Superbikes. Then with the advent of modern electronics the original first generation R1s and GSXRs suffered the same fate, so we created GP1 Classic to preserve this fantastic era of racing where most of the skill rested with the riders right wrist.

The two classes now share a grid and compete against each other in a very competitive format.

GOLDEN ERA SUPERBIKE (up to 1999 homologated models) Cubic Capacity 601 (4-cylinder) 760 (2 & 3 cylinder) 750 (4-cylinder) 1000 (2 & 3-cylinder) Dry Tyres No Restrictions on Brand Slick or Treaded Wet Tyres No Restrictions on Brand Full Wet or Rain Minimum Weight 145kg (4-stroke) 100kg (2-stroke) Engine Tuning Any Tuning Permitted No Turbo or Superchargers Electronics Only Period Quickshifters No Ship to Shore Data Transmission THUNDERSPORT GP1 CLASSIC (up to 2002 homologated models) Cubic Capacity 601 (4-cylinder) 760 (2 & 3 cylinder) 1000 (4-cylinder) 1200 (2 & 3-cylinder) Dry Tyres No Restrictions on Brand Slick or Treaded Wet Tyres No Restrictions on Brand Full Wet or Rain Minimum Weight 145kg (4-stroke) No 2-strokes Engine Tuning Any Tuning Permitted No Turbo or Superchargers Electronics Only Period Quickshifters No Ship to Shore Data Transmission Golden Era Supersport & Steelsport (up to 2002 homologated models) Supersport racing has always been the most frantic form of sportsbike racing and back in the 1990s this class were unkindly (but deservedly) labelled the “Axe Murderers” by many pundits. I remember parents ushering their children to safety when the Supersports were on their way to the grid and many of us thrived on that edgy reputation.

The first Yamaha R6 in 1998 changed the game and the older steel framed Honda CBRs that had dominated the class became the equivalent of taking a knife to a gunfight. As with the Superbike class, the advent of the next generation of fuel-injected bikes made these older carbies almost obsolete as well, but the racing was so good that we now preserve both Steelies and Carbies together on this very competitive grid in their own classes.

Cubic Capacity Dry Tyres Wet Tyres Minimum Weight Engine Tuning Electronics

from 401 (2 & 4-cylinder) No Restrictions on Brand No Restrictions on Brand 145kg (4-stroke) Any Tuning Permitted Only Period Quickshifters

to 600 (4-cylinder) & 750 (2-cylinder) Treaded Tyres Only Full Wet or Rain No 2-strokes No Turbo or Superchargers No Ship to Shore Data Transmission

Thundersport 500 This class is the cheapest form of mainstream racing in Europe. The bikes are cheap, basically standard with plentiful supplies of second hand spares. The racing itself is some of the closest and most competitive anywhere and the riders push these little commuter bikes well beyond anything they were originally designed for.

Due to the incredibly high numbers of riders we run 4 classes:Thundersport 500 Elite – These are the best riders in the class and would all be very competitive in any other class if they had the budget and desire to move categories.

Thundersport 500 Sportsman – These riders are still fairly inexperienced and are generally in the 2nd or 3rd year of competition.

Thundersport 500 Freshman – These are Novice Licence holders who have less than 5 race days experience at the start of the season.

Thundersport 500 Seniors – These are riders of any licence grade who are over 40 years old on 1st March of the relevant year.

Cubic Capacity Dry Tyres Wet Tyres Minimum Weight Engine Tuning Electronics

500cc (2-cylinder 4-stroke) Dunlop Sportmax Control Tyres Dunlop Wet Control Tyres 140kg No Tuning No Electronics

Honda CB500 - Kawasaki ER5 & Suzuki GS500 Treaded Tyres Only Full Wet or Rain All models No Turbo or Superchargers Standard loom & ECU

Thundersport GP3 Superteens & GP2 Cup The most successful junior championship in northern Europe is the Superteen Challenge, which has produced no less than 4 World Champions, 14 British Champions and a massive haul of Grand Prix and other International race victories since it’s inception way back in 1996.

Originally running as a one make class, before morphing into a miniature Supersport class on production based machinery, the one consistent thing has been the close racing that produces future champions. Riders can begin to compete in this class at just 12 years old and continue right up until they are 21 years old if they so wish.

It isn’t actually rocket science, you simply need to pool as many of the up and coming racers together on fairly equal machinery and their sheer determination to improve does the rest. Here they get plenty of great quality track time and real world competition.

The GP2 Cup element provides a place for the more torquey 400cc variants such as the Kawasaki Ninja 400 to compete in their own category without affecting the smaller capacity bikes unfairly.

Thundersport GP3 Superteens Cubic Capacity from 125 (2-stroke) 300 (twin cylinder 4-stroke) 390 (single cylinder 4-stroke) Dry Tyres No brand restrictions Treaded Tyres Only Wet Tyres No brand restrictions Full Wet or Rain Minimum Weight 118kg (2-stroke) 155kg (4-stroke) Engine Tuning Minimal Tuning No Turbo or Superchargers Electronics Quickshifters Permitted Kit Loom and ECU Permitted Thundersport GP2 Cup Cubic Capacity from 125 (2-stroke) 400 (4-stroke twin or single cylinder) Dry Tyres No brand restrictions Treaded Tyres Only Wet Tyres No brand restrictions Full Wet or Rain Minimum Weight 118kg (2-stroke) 155kg (4-stroke) Engine Tuning Minimal Tuning No Turbo or Superchargers Electronics Quickshifters Permitted Kit Loom and ECU Permitted Thundersport GP2-Supertwins By its very nature GP2-Supertwins is much more difficult to summarise, but we’ll give it a bash.

Supertwins don’t actually have to be twin cylinder bikes at all, they can be up to 2 cylinders, meaning that 4-stroke singles are also permitted. There are also variations in the rules dependent on whether a machine is water-cooled or aircooled due to the different technologies involved.

This is very much designed to be an engineers class, where freedom to invent and create is encouraged. Even though the GP1 class does also have a lot of freedom to do this, the gains are often very small due to the highly advanced nature of modern Superbikes.

With the machines that make up the GP2-Supertwin class the base models are often a lot more basic and therefore the tuning gains can be huge. It also helps in this respect as the bikes are cheaper to start with and thus more of the budget can be used for improving the bike.

Cubic Capacity Dry Tyres Wet Tyres Minimum Weight Engine Tuning Electronics

from 350 (single cylinder) No brand restrictions No brand restrictions 102 kg (up to 450cc) No Tuning Restrictions Any Electronics

700 (4-cylinder w/c) 820 (4-cylinder a/c) or 750 (1-cylinder) Slick or Treaded Full Wet or Rain 128kg (up to 820cc) No Turbo or Superchargers No Ship to Shore Data Transmission

Stocktwins As the name implies, these are fairly standard twin cylinder machines with no tuning and very limited cycle parts upgrades to limit the costs involved. Favourite models are the Suzuki SV 650 and its derivatives and the Kawasaki ER6.

There is a dispensation on capacity for 2-valve air-cooled machines which sees them benefit from a capacity hike to 820cc. A well ridden Stocktwin can get in amongst the GP2-Supertwins and give them a real race despite the power deficit. This is yet another very cost effective racing class.

Cubic Capacity from 400cc 650 (4-cylinder w/c) or 820 (4-cylinder a/c) Dry Tyres No brand restrictions Treaded Tyres Only Wet Tyres No brand restrictions Full Wet or Rain Minimum Weight Not less than 15% under the standard motorcycle homologated weight Engine Tuning No Engine Tuning No Turbo or Superchargers Electronics No Quickshifters Permitted No Ship to Shore Data Transmission