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THUNDERSPORT GB

CHAMPIONSHIPS 2017 ROUND 3 30th April & 1st May 2017

THE HOME OF SPORTSMAN RACING

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TIMETABLE OF EVENTS - SUNDAY

Premier Motorcycle Protection

9.00am

15 Minutes Qualifying

Thundersport Superteens & Thundersport 500 Freshman

9.18am

15 Minutes Qualifying

Thundersport 500 Elite & Seniors

9.36am

15 Minutes Qualifying

Pre-National 600 Sport & Freshman

9.54am

15 Minutes Qualifying

Golden Era SBK, GP1 Classic & Golden Era Supersport

10.12am

15 Minutes Qualifying

Supertwins/Stocktwins & Aprilia RRV450GP

13.30am

15 Minutes Qualifying

Thundersport 600 Sportsman & Elite

10.48am

15 Minutes Qualifying

Thundersport GP1 Elite, Sportsman & Freshman

11.10am

RACE 1

Pre-National 600 Sport & Freshman (Groups A & B)

10 Laps (20 miles)

11.32am

RACE 2

Thundersport Superteens

10 Laps (20 miles)

11.54am

RACE 3

Thundersport 500 (Groups A & B)

10 Laps (20 miles)

12.16pm

RACE 4

Golden Era SBK, Thundersport GP1 Classic & Freshman

10 Laps (20 miles)

12.38pm

RACE 5

Supertwins, Stocktwins & Aprilia RRV450GP

10 Laps (20 miles)

1.00pm

RACE 6

Golden Era Supersport, Steelsport & TS 600 Cup

10 Laps (20 miles)

LUNCH BREAK 2.00pm

RACE 7

Thundersport 600 Sportsman & Elite

16 Laps (32 miles)

2.26pm

RACE 8

Pre-National 600 Sport & Freshman (Groups A & C)

10 Laps (20 miles)

2.48pm

RACE 9

Thundersport GP1 Sportsman & Elite

16 Laps (32 miles)

3.14pm

RACE 10

Thundersport Superteens

10 Laps (20 miles)

3.36pm

RACE 11

Thundersport 500 (Groups A & C)

10 Laps (20 miles)

3.58pm

RACE 12

Golden Era SBK, Thundersport GP1 Classic & Freshman

10 Laps (20 miles)

4.20pm

RACE 13

Supertwins, Stocktwins & Aprilia RRV450GP

10 Laps (20 miles)

4.42pm

RACE 14

Golden Era Supersport, Steelsport & TS 600 Cup

10 Laps (20 miles)

5.04pm

RACE 15

Pre-National Sport & Freshman (Groups B & C)

10 Laps (20 miles)

5.26pm

RACE 16

Thundersport 500 (Groups B & C)

10 Laps (20 miles)

5.48pm

RACE 17

GB Racing British Military Inter Services

10 Laps (20 miles)


TIMETABLE OF EVENTS - MONDAY 9.00am

10 Minutes Warm Up

Super/Stocktwins, Aprilia RRV450GP & Superteenes

9.13am

10 Minutes Warm Up

Golden Era SBK, SS & Thundersport GP1 Classic & FM

9.26am

10 Minutes Warm Up

All Odd Number 600cc

9.39am

10 Minutes Warm Up

All Even Number 600cc

9.52am

10 Minutes Warm Up

Thundersport 500

10.05am

10 Minutes Warm Up

Thundersport GP1 & authorised extras

10.20am

RACE 1

Pre-National 600 Sport & Freshman (Groups A & B)

10 Laps (20 miles)

10.42am

RACE 2

Thundersport Superteens

10 Laps (20 miles)

11.04am

RACE 3

Thundersport GP1 Sportsman & Elite

12 Laps (24 miles)

11.29am

RACE 4

Thundersport 500 (Groups A & B)

10 Laps (20 miles)

11.51am

RACE 5

Golden Era SBK, Thundersport GP1 Classic & Freshman

10 Laps (20 miles)

12.13pm

RACE 6

Thundersport 600 Sportsman & Elite

12 Laps (24 miles)

12.38pm

RACE 7

Pre-National 600 Sport & Freshman (Groups A & C)

10 Laps (20 miles)

1.00pm

RACE 8

Supertwins, Stocktwins & Aprilia RRV450GP

10 Laps (20 miles)

LUNCH BREAK 2.00pm

RACE 9

Golden Era Supersport, Steelsport & TS 600 Cup

10 Laps (20 miles)

2.22pm

RACE 10

Thundersport 500 (Groups A & C)

10 Laps (20 miles)

2.44pm

RACE 11

Thundersport Superteens

10 Laps (20 miles)

3.06pm

RACE 12

Thundersport GP1 Sportsman & Elite

12 Laps (24 miles)

3.30pm

RACE 13

Golden Era SBK, Thundersport GP1 Classic & Freshman

10 Laps (20 miles)

3.52pm

RACE 14

Thundersport 600 Sportsman & Elite

12 Laps (24 miles)

4.17pm

RACE 15

Pre-National 600 Sport & Freshman (Groups B & C)

10 Laps (20 miles)

4.39pm

RACE 16

Supertwins, Stocktwins & Aprilia RRV450GP

10 Laps (20 miles)

5.01pm

RACE 17

Golden Era Supersport, Steelsport & TS 600 Cup

10 Laps (20 miles)

5.23pm

RACE 18

Thundersport 500 (Groups B & C)

10 Laps (20 miles)

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THUNDERSPORT GB (Affiliated to the ACU as Club Thundersport Ltd) 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. 011 ACU Permit No. ACU 49121 Outline Flags and other signals used at this meeting: (full details are shown in the ACU Handbook a copy of which is available for inspection in the Race Administration).

OUTLINE FLAGS AND OTHER SIGNALS

RED LIGHTS - May be extinguished as the signal to start races. May be illuminated to stop races or practice NATIONAL FLAG - May be used as the signal to start races GREEN FLAG - Indicates that the track is clear YELLOW FLAG - This Flag indicates that there is danger ahead. Overtaking in this sector is forbidden YELLOW /RED STRIPED FLAG - This indicates a lack of adhesion in this sector. Oil, Water or another substance (debris) on track RED FLAG - The race or practice session is stopped. Riders must return slowly to the pits or as directed by the marshals YELLOW I BLACK CROSS - This flag is shown at the startline at the beginning of the last lap. CHEQUERED FLAG - Indicates the end of the race or practice session

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

Premier Motorcycle Protection


RACE DIRECTOR Dave Stewart

SECRETARY OF THE MEETING Dave Stewart 10 Hemington Lane Lockington Leicestershire. DE74 2RJ

RACE SECRETARY Bernadette Stewart

CLERK OF THE COURSE Dave Stewart DEPUTY CLERKS OF THE COURSE Phil Page Kyle Tansley Joanne Lumb Samantha Page

OFFICIALS & ACKNOWLEDGEMENTS

ASSISTANT RACE SECRETARY CHIEF TECHNICAL STEWARDS Stuart Bailey (Chief)

CHIEF MARSHAL John Pedersen

CHIEF INCIDENT OFFICER Mark Lumb

SOUND CONTROL

Rodger Wadey (Senior)

STARTLINE OFFICIALS Dave Richardson (Chief) Gary Rodwell (Deputy)

RACE CONTROL Joanne Page

SNETTERTON 200 CIRCUIT MAP

ASSEMBLY AREA

Norman & Margaret Lowes

PODIUM CREW Thundersport Syd Janet Day

RECOVERY TEAM

Dan & Natalie Wesley Keith Goldsmith / Dave Evans

ACU STEWARD John Ward

TIMEKEEPERS TSL Timing

CHIEF MEDICAL OFFICERS Prof. Clive Loveday Barry Hart

AMBULANCE SERVICE APMS

COMMENTATORS

Robin Murphy - John Ward

CIRCUIT MANAGER

Jamie Hopper - 01953 887303


SNETTERTON = Speed! Some say Snetterton is Soulless, but that only really applies if you aren’t in touch with its history When thinking about the worlds most iconic and historic circuits, I’d guess that not many people put Snetterton anywhere near the top of their own personal lists. Upon first impressions, neither would I and I’ve been coming here since the 1970s. So why do I look forward to our annual visit to this Mecca of Speed every season? Maybe it’s because Snettertons roots are still there and you can still see them quite clearly if you know where to look. To me, it’s so much more than an old airfield that has been adopted by motorsport through a process of convenience. Snetterton has a long and varied history that includes iconic events like the fantastic “Colemans Races for Aces” that were televised live on ITVs World of Sport, the “Willhire 24 hour” car races that only ever really seemed to work at Snetterton as well as every level of British Championship racing for Touring Cars, Superbikes, Formula 3, GT cars, Supermoto bikes and even Grass Track. It was at one time the venue of choice for the great Le Mans contenders to test at prior to the famous 24 hour race and has even hosted many Formula 1 car teams for exclusive testing up until the late 1990s. My first ever visit here was way back in the early autumn of 1977 for a 24 hour bike test with a magazine called “Motorcycle Mechanics” – still going, but now known as “Performance Bikes”. I was only seventeen years old and I arrived late on a Wednesday evening in an old Mini van loaded up with some tools, a small archaic compressor and an assortment of Avon Roadrunner and Dunlop TT100 tyres that were to be used on the 4 standard road bikes – all brand new – that the Motorcycle Mechanics team

(c) H Cosgrove

A Snetterton endurance push start in 1961 had requisitioned from the importers to test. I wasn’t there to ride any of the bikes, I was just there to look after the tyres. The idea of this annual test was to run the bikes around Snetterton for a full 24 hour period to see which bike was genuinely the best as an all round sports machine, not just in terms of speed, but also reliability and ease of use. The late, great John Robinson who was the magazines Technical Editor at the time, told me that the bike that completed the most laps would not necessarily be the winner, it might well be that you simply could not face another mile in the saddle of that particular bike and would prefer to take home one of the others. Of course that presumed that all 4 bikes would still be in one piece and able to be ridden back to the importers at the end of the test, by no means a guaranteed state of affairs. The bikes they were testing that year may well sound like a procession of “Theapolous T Wild-E-Beasts” now, but they were at the cutting edge of sports bike evolution at the time. They

were the mighty Honda CBX1000-6, the Suzuki GS750, the Yamaha XS750 and the Kawasaki Z650. All brand new models, with the Honda actually being a pre-production unit. The only thing they changed on the bikes for the test were the tyres, as everyone in the 1970s still laughed at the ridiculous “Jap-Crap” Yokohama and Bridgestone tyre brands, preferring ‘proper’ British tyres........ How things have changed! Magazines don’t tend to do that kind of test in the modern world, probably because bikes are very much considered to be toys now rather than means of daily transport. Or perhaps the importers have got wise to the state the bikes are likely to come back in. Anyway, changing tyres was what I was there for and I’d been sent off the night before to ensure that I wasn’t late with the final words from my boss:- “Don’t back-chat, don’t mess up and just do exactly as you’re told!” He then threw what looked like an old sleeping bag at me and said “You might need this!” which was his way of saying that I was sleeping in the van.


It was OK by me, as I was going to be spending two days at a race circuit on full pay instead of in a dirty South London tyre shop. Race circuits were cool & exciting places right? After a six hour journey across London and out into the middle of nowhere, I finally arrived in the pitch dark to be confronted by a red & white scaffold pole barrier across the circuit entrance that helpfully told me that it was closed. Instead of simply breaking in (which is obviously the South London preferred approach to such situations) I decided to follow my bosses instructions and behave myself. I drove across the little lane and found a secluded spot to park up in and after having made some space in the back of the tiny van by putting most of the tyres on the floor outside, I settled down for a pretty cold night in the sleeping bag that had no zip..... The reason there was no zip was because the ‘sleeping bag’ was actually a duvet, but I’d never seen a duvet before so I just assumed it was an incomplete sleeping bag. I woke up very early, mainly because it was bloody cold, and decided to have a look around outside. It turned out that I was parked in between two old corrugated buildings that had obviously been a part of the original US Air Base and the whole place felt really spooky in the early morning mist. I think one of those old hangers still stands as part of the industrial estate on the other side of the Harling Road. I made my way down to the garages, which were actually just very basic concrete structures open to the pit lane at the front. I set my tyre changing gear up and set to work changing 8 tyres on the bikes whilst the Motorcycle Mechanics lads stood around drinking tea & coffee from a couple of flasks. Everyone was very friendly and helped out with getting the wheels in and out of the bikes. Brake bolts were re-checked, spindles inspected and brakes pumped back up, then they were ready to go. The bikes were all fuelled up to the brim and at 11am, after a few static start line shots, they all left pit lane together. There was no green flag or light, they all just got on and set about doing as many laps as they

could get out of a full tank of fuel. It soon became apparent that the Honda was a very thirsty beast indeed and more fuel was obtained by one of the circuit staff and me running into Attleborough with every jerry can we could find. As the day unfolded, I quickly realised that Snetterton circuit wasn’t anything like the only other race circuits I’d ever been to – Brands Hatch and Crystal Palace. It was pretty basic, flat and constantly windy, not helped by the open nature of the pit garages. Back then a lot of the old Nissin huts and other USAF buildings were still there and being used for various purposes and as there was nothing much for me to do once the tyres were fitted to the bikes, I just wandered around watching the 4 bikes drone around and looking at the place in general. I helped a bit with refuelling the bikes as they came in and chatted to the journalists about the bikes, but not being allowed to actually take part made it pretty boring. Day became night and I was sent out for Fish & Chips for everyone who wasn’t actually out on circuit and we ate in the old fire station building while the headlights of the bikes droned past outside. I settled down in my zipperless ‘sleeping bag’ and went to sleep in the same building. The monotony was lifted at about 4 O’Clock the next morning though when I was shaken awake by Brian Crighton as the Honda CBX had been

crashed at the end of the Revitt Straight and it needed all hands to lift it onto the recovery pick up. Not only was it a heavy beast, it was twisted into a shape that wasn’t ever going to roll easily. A phone call to Hondas HQ at Chiswick first thing in the morning was going to be a job that the boys would have to draw straws for...... When we got to the scene of the crash some bright spark decided that the bike lying in a pool of its own petrol, oil and debris reflected in the headlights of the van would make a really arty shot for the magazine. So we stood around for 10 minutes or so with a very light mist rising off of the surrounding fields while the togger got the shot he wanted and then something a little odd happened. Out of the darkness a medium sized propeller driven aircraft passed by overhead, unseen but pretty low, and John said “That was spooky!” At the time I didn’t understand because I was just a kid and didn’t know about the history of the place, but that very moment came back to me many years later in 2005. Outside the circuit main entrance you will have noticed a beautiful silver memorial to the 96th USAF Bomb Squadron who were based here from 1942 until 1945 during the second World War. That memorial was dedicated in May 2005 during an MRO race weekend that I was running. A coach load of surviving airmen had made their way across the Atlantic to be present and remember their comrades, some 900 of whom

(c) Bill Dunsdon

The Norwich Hairpin in 1972 (note Nissin huts in background)


Motorsport venues adapt and evolve over time, which is why it’s important to keep track of their history never returned from the skies above occupied Europe. The 96th had the highest loss rate of any squadron in the USAF during the war and being posted to Snetterton Heath meant that you had a 1 in 3 chance of never returning home. We took a break from our racing activities in order to give them some peace and space in which to inaugurate the memorial and remember their comrades. I went down to the site of the sculpture to ensure that we didn’t restart until they had all had time to pay their respects. They looked pretty much like any bunch of elderly men, as they were all wearing normal civilian clothes, and I had to remind myself of the dangers they had faced when they last visited this place as young servicemen 60 years earlier. I spoke to a couple of them who came over to see what was going on at the venue and Ray the old circuit maintenance manager explained that we were having a break from racing whilst they paid their respects. One of them broke out into spontaneous laughter and I asked him what was so funny. “This place was never quiet son. There was always some kind of noise. Guys beating aircraft straight, mechanics running up engines, even damaged

aircraft coming in to crash land in the middle of the night right above your head!” Bearing in mind that we were standing in pretty much the same spot as I had been that night back in 1977, that was pretty spooky and for the first time, I understood Johns comment back in 1977. Those war years all form the basis of Snettertons current life as a place of high octane and adrenaline rushes sometimes tinged with a trace of fear. After the war, the UK had way too many airfields and many were bought up for other uses. Some became motor racing venues, with the most famous of them being Silverstone in Northamptonshire. This particular old airfield on the NorfolkSuffolk border was mothballed and eventually bought up by Fred Riches, a neighbouring farmer in 1950. The problem with Snetterton Heath from a farmers perspective was that someone had concreted over about 100 acres of it to build runways, service roads and aircraft hanger bases and that made it pretty difficult to plough or even graze sheep on. Fortunately, Fred had several friends who were very interested in motor racing and a new wife who had a very astute business brain. Mrs Connie Riches, Oliver Sear and Dudley Coram

Snetterton Heath 1944

The USAF 96th Squadron were based here 1942 - 1945

were all members of the Aston Martin Owners Club and they could see the potential of the old airfield at Snetterton as a racing circuit. They experimented with various layouts throughout 1952 with many tests and speed trials but the first race meeting was actually held in 1953 with the layout being marked out with oil drums and straw bales. The four originators dealt with all of the car events, but the Snetterton Combine was formed to run motorcycle events and continued to do so for the next 20 years or so. Everyone seems to think that the Revitt Straight (Bentley Straight today) was set on the longest runway, but that isn’t true. The longest runway was actually the North-West runway at just a shade over two kilometres long and that was never used for racing, the Norwich Straight actually used the service road that ran parallel to that runway, with the Home Straight utilising the old North-South runway that is now the approach road to the main gate. The Norwich straight ran directly alongside the A11 and it must have been a strange experience whilst driving along that road being passed by vehicles doing 150mph so close by. The original layout was 2.7 miles long and very fast. Commentators even today get pretty excited when they see lap speeds exceed 100mph, yet even as far back as 1961 Jim Clarke had lapped the old Snetterton circuit at 102.62mph. Just to put that into perspective for the purposes of comparison, Jason O’Halloran won last years British Superbike race here at a speed of 97.14mph, so the place has always been a Mecca for speed even before the modern generation of super fast machinery. That original layout was shortened for the 1974 season by using the East- West runway which became the Revitt Straight, linking Sear Corner with the Esses, but even that was an awesomely fast layout. Various tweaks have been made to the layout over the years including tightening up the


(c) Mike Dixon

An unusual aerial view of Snetterton - Willhire 24 hours (1984)

Note the grandstand at the Bombhole, the original Bailey Bridge and grasstrack oval Russells Chicane leading onto the start-finish straight and altering both the Esses and the Bombhole in order to make the layout safer and at the same time more interesting. Many of the facilities here were pretty basic right up until the early 1990s, but anyone who hasn’t spent an enjoyable evening in the old Snetterton Clubhouse, which was originally in one of the old USAF kitchen/mess room buildings just behind race control, really doesn’t understand the essence of the place. The old 2 mile layout that was in use from 1974 until 2011 had many critics but also an equal number of fans. It was said by some that if you didn’t have a fast bike, it was a waste of time coming to Snetterton and I can remember thinking exactly that myself on an early visit. My friend Mark Farmer put it slightly differently though. He said that you had to know how to use the speed of the fast bikes around you in order to get a result at Snetterton and as I gained more experience of things I actually ended up agreeing with him. Any rider who blasts past you using superior power is bound to feel more than a little disheartened when you pop out of the slipstream and out-

brake them into the Esses by using better racecraft just a few hundred metres later. It’s also one of the most satisfying experiences in racing, beating people who have superior machinery, especially if you both know it. In 2011 the venue was redeveloped yet again to encompass the layouts you see now. There are undoubtedly many good things to be said about the investment and improved facilities that have come along with the new design, but I can’t help feeling sorry for riders who will never know the challenge of getting Sear Corner exactly right and benefitting from the superior apex speed all the way down that never ending straight. I don’t actually miss Russells chicane per-se, but the short 100 metres of straight between the exit of Coram and the peel in point for Russells was the scene of so many memorable last lap lunges that I do miss that whole section for that alone. Perhaps I’m a dinosaur, but I do think that the old Snetterton had a certain soul about it that has slowly become hidden beneath the sleek modernity of the new venue. You can’t argue with the benefits that the hefty investments have made to the visitor

experience and I’m sure nobody would want to go back to the doorless garages of yesteryear, but whenever I look at the old red phonebox opposite the startline I think about the good times. On an early morning track walk around the 200 circuit though, if the mist is just rising off of the surrounding fields, I can still sense the old spirit of the venue lurking just below the surface. It is perhaps that lingering similarity of the 200 circuit to the historic roots of the place that makes it something that I still look forward to every year. Thundersport GB is now a small part of that history too.

Dave (a long time Snetterton fan) 1955


A&R RACING - CONTINENTAL PRE-NATIONAL 600 Sport & Freshman

11 13

PRE-NATIONAL 600 PASSION PUT INTO ACTION!

INTO THE FIRE

The world of motorcycle racing can be an intimidating place for newcomers. If you want to start on a 600cc machine, you’ll quickly discover that everyone else on the grid is a budding Axe-Murderer in the making. In order to ease the transition into this fiercely competitive category, we created the “Pre-National Sport 600” class for riders who have yet to gain a National Licence. It was originally made up of a mix of pure novices and riders who are generally in their second season of racing. It tends to work slightly better than a pure “Novice” or “Rookie” grid because the new riders have some slightly more experienced riders around them that they can learn from - rather than the fastest newcomer being left to his own devices. This is hugely beneficial when it comes to things like lapping slower riders, or dealing with temporary course changes such as No Rider Hometown Team Machine cc CL lack of adhesion flags being utilised on 4 Charlie White Southampton RNRMRRT Triumph 675 S parts of the track. Of course those things 6 Paul McDonald Bracknell Mac Racing Triumph 675 S can be learnt by trial and error, but having 7 Zsolt Bardi Burnt Oak Bardi Racing Suzuki 600 S someone who has done it before just 8 Tom Hill Chesham BDR Yamaha Yamaha 600 S ahead of you takes the guesswork out of 9 Nathan Salkeld Pewsey British Army Race Team Suzuki 600 S it. We also have a “Freshman” category 10 Jonathan Atkinson York RNRMRRT Honda 600 F within this race, which is for riders on a 11 Will Harper Desborough MSG Racing Suzuki Suzuki 600 S Novice licence with very little experience. 13 Rory Bamford Cardiff RB13 Yamaha 600 S The bikes themselves are pretty much 15 Joseph Addy Gilberdyke Addy Racing Yamaha 600 F the same specification machines as 21 Stephen Thomas Salisbury British Army Race Team Triumph 675 F those on the Sportsman Elite grid, but 22 Adam Shepherd Barton u Humber Shepherd Racing Kawasaki 600 S at this learning stage of the process any 24 Lee McLoughlin Leeds Lee Mc Racing Suzuki 600 F small differences are immaterial. As with 27 Brian Fuidge Poole RNRMRRT Suzuki 600 S all 600cc production based formulae, 28 Michael Coxon Stockton British Army Race Team Suzuki 600 F the Pre-National 600 Sport & Freshman 29 William Griffin Falkirk RNRMRRT Yamaha 600 F classes races on “Road-Legal” treaded 32 Ben Bailey Bourne Ben Bailey Racing Yamaha 600 S tyres unless a “Wet Race” is declared, 34 Chris Lavisher Newbury LBR Racing Triumph 675 S in which case tyre choice is free. There 38 Jeremy Watson Hemel Hempsted JW Racing Yamaha 600 S are no restrictions on the brand of tyre 39 David Monaghan Richmond Monaghan Racing Yamaha 600 S used and all major manufacturers are 43 Jane Nixon Sleaford Nixon Racing Triumph 675 S represented. 45 Chris Curtis Stoulton MSG Racing Suzuki Suzuki 600 S 46 Alistair Wright Duloe RNRMRRT Yamaha 600 S Pre-National 600 Sport Points 47 Zac Oultram Manchester Konect Racing Kawasaki 600 S 1 Zac Oultram 180 49 AJ McDaniel Huntingdon RS Racing Honda 600 F 2 Will Harper 130 52 Samuel Mousley Swansea UWTSD Orthrus Racing Yamaha 600 S 3 Paul McDonald 128 54 Callum Scott Canterbury RNRMRRT Suzuki 600 F 56 Lewis Roberts Caldicot RNRMRRT Yamaha 600 S 4 Alun Brooks 94 57 Steven Dickinson Rothwell KCW Racing Triumph 675 S 5 Neil Goodson 60 58 Liam Warren Spalding South Lincs Leisure Triumph 675 S 6 Jeremy Watson 47 60 Frankie Stennett Douglas IOM FJRS Racing Triumph 675 S 61 Russell Powell Shrewsbury Powell Racing Honda 600 S 7 Tom Hill 38 63 Thomas Holmes Walsall TH Racing Yamaha 600 S 8 Ben Bailey 37 64 Pete Riches Gosport PR Racing Triumph 675 F 9 Andrew Evans 37 66 Tom Johnson Newport Satellite Finance Yamaha 600 S 10 Sean Kenyon 37 67 Jonathan Dwyer Plymouth Dwyer Power Racing Suzuki 600 F 75 Sean Kenyon Sheffield Kenyon Racing Suzuki 600 S Pre-National 600 FreshmanPoints 77 Gary Hignett Spalding RAF MSA Honda 600 S 78 Karl Seaton Bury KSR Kawasaki 600 F 1 Michael Coxon 130 79 Nick Barnes Peterborough Park Electric Yamaha 600 S 2 Stephen Thomas 111 80 Stephen Kimmings Orsett SK Racing Yamaha 600 S 3 AJ McDaniel 95 84 Patrick Burlton Ferndown RNRMRRT Yamaha 600 F 4 Matthew Ascroft 77 85 Neil Goodson High Wycombe BDR Yamaha Yamaha 600 S 87 Tony Norris Hull TNR Hull Triumph 675 S 5 Lee McLoughlin 75 89 Liam Dale Bradford Barrett Steel Racing Yamaha 600 S 6 Jonathan Pilling 62 91 Ian Norris Holmer Green Nozza Racing Suzuki 600 F 7 Ian Norris 58 96 Cemal Oram Bristol RNRMRRT Suzuki 600 S 8 Daniel Gregory 55 97 Sam Graham Guildford SG Racing Yamaha 600 S 100 Steven Bentley Norwich SB Racing Triumph 675 F 9 Martin Farrelly 50 119 Alun Brooks Welshpool Brooks Boyz Racing Honda 600 S 10 Karl Seaton 44 122 Paul Wilson Dormansland PW Racing Yamaha 600 S 133 Max Bailey Blackpool MB Racing Honda 600 F CLASS LAP RECORDS 300 Kingsan Ho Nantwich UK Racehomes Honda 600 S Sport 1.14.416 - Harry Truelove 386 Jayme Ross Beck Row JR Racing Suzuki 600 S

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DUNLOP TYRES THUNDERSPORT SUPERTEENS

13

THE CHAMPIONS FACTORY INNOVATION IN ACTION THE KIDS ARE ALRIGHT

It’s been very well documented that the worlds longest running one make championship – the Aprilia Superteen Challenge – has been the launch pad for a multitude of British and World Championship racers. That was no accident, but it wasn’t exactly rocket science either. The premise for developing young talent isn’t really solely about the machinery they are using, the important thing – the only really important thing in fact – is getting the entire pool of talent in the same place, at the same time. Any of us could be conceited and say that we are teaching them, but there is no point in lying about it – these youngsters are teaching each other. They look at another rider of similar age, ability and size to themselves and just think “If he can do that, so can I!” and once they’ve made it happen once, it goes straight into their skill set. The more kids you can get together on track at the same time, the more opportunity there is for them all to learn at a faster rate. When Casey Stoners parents brought him half way across the world to pitch him against the other youngsters in the Aprilia Superteens, it started a chain of events that culminated in Cal Crutchlow becoming the first British premier class Grand-Prix winner since Barry Sheene. If you think that is the end of the line, you’re not looking at the true picture though. There are a whole host of riders still working their way through the system that have the potential to replicate that success and perhaps go even further. Cal was a Superteen in 2000 and went on to win the championship in 2001, so there are another 14 years worth of exactly that kind of talent already in the pipeline. OK, so Casey only took 7 years after leaving the Aprilia Superteens to get into a position where he was able to take his first Moto-GP race win, whereas it’s taken Cal 14 years, but I think that just goes to prove the point that there is no great rush as British riders tend to benefit from a little more time in the development stages. Rory Skinner, Charlie Nesbitt, Max Cook and Lewis Rollo – make a note of their names as they are all on the same upward escalator that brought Cal, Bradley Smith, Sam Lowes, Danny Kent, Danny Webb and Alex Lowes into the Moto-GP paddock. The biggest hindrance to youth development in the UK over the past 2 years has been that the young riders have been forced to choose between three separate championships that have all been catering for the same thing. The KTM RC390 Cup has attracted a regular 15 riders, the Kawasaki Junior Cup is at about the same level and even the Aprilia Superteens has dropped down to similar levels recently from its peak of 54 riders back in 2009. Get those riders all together on track at the same time and you would have a true British Youth Motorcycle Academy once again. It should be no shock to anyone, that just 3 weeks after the above was first written, WSB launched the World Supersport 300 Cup.

No

Rider

Hometown

Team

Machine

cc

Class

6

Luke Verwey

Silverstone

Team XG Group

KTM

390

ST

7

Kade Verwey

Silverstone

Team XG Group

KTM

390

ST

8

Cameron Hall

Barnsley

FIS Racing

Aprilia

125

ST

13

Jake Clark

Bromsgrove

Jake Clark Racing

Aprilia

450

ST

18

Jodie Fieldhouse

Worle

Go Pink Racing

Aprilia

450

ST

19

Scott Ogden

Doncaster

DC Butler A18 M/cycles

Kawasaki

300

ST

21

Franco Bourne

Crook

Franco Bourne Racing

Aprilia

125

ST

24

Max Lofthouse

Burnley

Love Racing

Aprilia

450

ST

26

Will Lathrope

Bristol

LRC Racing

KTM

390

ST

44

Mitchell Searle

Greenhithe

Mitchell Searle Racing

KTM

390

ST

64

Liam Bassett

Durham

Liam Bassett Racing

KTM

390

ST

74

Jake Aldridge

Chelmsford

Jake Aldridge Racing

KTM

390

ST

78

Matthew Bower

Sheffield

MD Racing

Aprilia

450

ST

87

Jake Hopper

Durham

JH Racing

Aprilia

125

ST

88

Harry Leigh

Hathern

Double 8 Racing

Aprilia

450

ST

97

Laurence Edgeley

Bolney

Team Edge RST

Yamaha

300

ST

102

Charlie Farrer

Easington

Farrer Racing

Kawasaki

300

ST

Thundersport Superteen Points 1 2 3 4 5 6 7 8 9 10

Charlie Farrer Scott Ogden Matthew Bower Franco Bourne Jake Clark Jodie Fieldhouse Matty Rangeley Liam Bassett Jack Hart Cameron Hall

163 142 108 101 90 85 75 68 52 48

CLASS LAP RECORD 1.29.298 Joe Thompson


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MICHELIN TYRES THUNDERSPORT GP1 ELITE & MONEX GP1 SPORTSMAN

15

CAREFUL WITH THAT AXE EUGENE!

These bad boys are the most sophisticated and powerful bits of kit in the paddock. When you start racing, everyone secretly wants one, but the first time you ride one in anger reminds you very forcefully that they can bite! It is a reminder of how fast technology has advanced in just a few years when you consider that all of the bikes on this grid have more advanced electronics than even the most sophisticated Grand Prix machines had before the 4-stroke Moto-GP era started. It’s even more amazing to consider that if a decent standard club rider were on one of these machines in any Grand Prix before around 1991, he would probably have won! That is a little factoid that both astounds and offends people like me that grew up with Wayne Rainey and Eddie Lawson as their racing heroes (because NOBODY could have smoked the tyres like they did - could they?)................ This race has 2 categories within one race - all riders contest the main No Rider Hometown Team Machine cc CL Thundersport GP1 Elite category and that can be won outright by a Sportsman 4 Sam Osborne Billingshurst MSG Racing Suzuki Suzuki 1000 S rider if he is good enough. There is also 6 Nick Williamson Southampton RBM Motorsport Kawasaki 1000 E a “Freshman” category (page 25) for 9 Paul Charman Accrington Seton Tuning Yamaha 1000 E riders who are yet to obtain their Full Clubman Licence. 10 Ben Scranage Bolton Scranage Racing Kawasaki 1000 E All categories of GP1 rider may use any 11 James Folkard Liverpool JF Racing BMW 1000 E tyre, slick or treaded and even 16.5 inch rims if desired. There is an open tyre 12 Nico Mawhinney Derry NI Scott Racing M/cycles Aprilia 1000 E policy in most classes at Thundersport 17 Gary Woodward Burton on Trent Team Able BMW 1000 S GB and Michelin, Dunlop, Avon, 18 Joe Faragher Onchan IOM Faragher Racing Honda 1000 E Continental and the other brands all put a lot of effort into getting their men onto 26 Richard White Watford Get Low Racing Yamaha 1000 S the podium. If one brand dominates the 28 Gary Hutchinson Ripon Red's True Barbeque Kawasaki 1000 S podium, the rest of the riders very swiftly switch to that brand. 33 Michael Neeves Peterborough Prime Factors Racing BMW 1000 E This is a VERY big marketing exercise, 34 Ben Wylie Malpas Bimota UK Bimota 1000 E because over 1,200 tyres will be used 36 Stuart Goodson Southsea RNRMRRT Suzuki 1000 S at pretty much every Thundersport GB meeting. 37 Gary Johnson Brigg GTR Motorsports Suzuki 1000 E That’s well over £1,000,000 worth of 38 Andrew Pollard Belper RPM Racing BMW 1000 S tyres each season without even counting 40 Jack Gover Southampton TH Racing Kawasaki 1000 S tyres used for out of season testing!

41 49 60 62 65 67 69 73 75 76 77 87 88 90 92 94 96 99 111 115 126 157 188 888

Neil Gregory Paul McClung Ash Stone Nick Edgeley Michael Russell Michael Brown Phil Seton David Brook Jamie Tibble Dan Shailer Anthony Van Looy Billy Mellor Rob Heritage Rory Parker Mark Sykes Lee Williams Callum O'Shea Ben Crowe Sonny Martin Sam McFarlane Jonathan Lodge Charlie Morris Scott Billingham Joe Lawrence

Dartford Haddington Matlock Bolney Salisbury Stourport Colchester Bradford Southampton Mortlake Corsham Barnsley Rushden Ramsey IOM Grimsby Bootle Port Soderick IOM Carnforth Wirral Wellingborough Holmfirth Potters Bar Kingswinford Bolton

NG Racing McClung Racing Stone Racing Team Edge RST Racing RAF MSA Team Edge RST Racing Seton Tuning Team Arkoni Racing Team Tibble McShailer Racing RAF MSA Team Able Car Shop Layson Racing Mark Sykes Racing Team Willo/ Hi-Tech Monarch Honda Team 99 Racing Guildford Audio MSG Racing Suzuki Earnshaws M/cycles MSG Racing Suzuki SB Racing JDL Racing

Honda BMW Kawasaki BMW Kawasaki Kawasaki Yamaha BMW Kawasaki Kawasaki Yamaha BMW Kawasaki Kawasaki Kawasaki Kawasaki Honda BMW Kawasaki Suzuki Kawasaki Suzuki BMW Yamaha

1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 600 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 600

E E S E E E E E S S S E S E E E E S S S E E S S

Thundersport GP1 Elite Points 1 2 3 4 5 6 7 8 9 10

Lee Williams Dave Brook Phil Crowe Paul McClung Mark Sykes Charlie Morris Jamie Tibble Barry Teasdale Colin Parker Michael Neeves

87 86 79 75 50 45 42 41 40 30

Thundersport GP1 Sportsman Points 1 Jamie Tibble 100 2 Ben Crowe 91 3 Ash Stone 83 4 Sam Osborne 76 5 Gary Woodward 68 6 Sonny Martin 60 7 Kyle O’Donovan 52 8 Sam McFarlane 45 9 Richard White 37 10 Terry Merritt 33

CLASS LAP RECORD 1.09.916 - Josh Day


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SOMETIMES CHANGE IS INEVITABLE ( especially in an expanding market )

We live in a time of constant change and the racing world is no exception. I often get asked “Why is track time in the UK so expensive?” and the answer is not actually that simple. Cheap track time used to be fairly readily available with a whole host of airfield circuits providing very low cost race entries. Over the last 15-20 years they have all gradually faded away from actual racing and now none of them host actual race meetings – although many do still cater for track days and the like. So if we want cheap track time and the airfields offered exactly that - entry level racing at the right price - why does nobody use them today? The answer is both pretty simple and clichéd in equal measure – Quality is remembered long after price is forgotten. The mainstream circuits have widened the quality gap to such an extent that any organiser booking a race meeting at an airfield circuit would struggle to get enough entries, even at half the usual entry fee. This is the power of simple economics in action, people may say that price is important, but it isn’t as important as quality. The demise of all those airfield circuits – Abingdon, Barkston Heath, Keevil, Colerne, Chivenor, Wroughton, Carnaby, West Raynham, Hullavington etc – has been a godsend to the mainstream circuits because there is a whole lot less racing to share around now than there was 30 years ago and the circuits need that business. Across England & Wales there are currently a staggering 628 weekend Race Days available each year between March and October on permanent circuits – this takes into account all of the permanent circuits, of which there are 15, and the planning limitations placed on some of them. Around 76 of those days are set aside for “promoted meetings” like BSB, WSB, Moto-GP, BTCC and of course the British F1 Grand Prix. Which leaves the remaining 552 days on the desks of the various circuit operators sales teams to sell at a price that meets their overheads and obligations. That isn’t an easy task and putting an attractive calendar together at any venue is

now a very difficult undertaking. Back in 1989 there were 27 active motorcycle clubs and 29 active car clubs that hired some or all of those venues for racing activities. Today just 13 car clubs and 11 motorcycle clubs are still active in that same sector of the market. The circuits used to be able to sit back and have the clubs forming an orderly queue on the waiting list for dates. The flip side of that was that they had another 2,400 weekdays potentially lying idle and earning next to nothing. If they could make use of those days and get an income from them it would be a real bonus. They needed mid-week customers. Back in the 1980s, if you wanted to ride your bike around a race track, the only way to do it was to get an ACU licence and go racing. Gradual change came about when the first “Racing Schools” were set up at Cadwell Park, Brands Hatch and Donington Park. For the first time ordinary people could thrash bikes around race circuits without having to do a private hire on the whole venue and they could do it without a race licence. It wasn’t long before the first “Experience Days” started, where you took your own road bike and rode that around the track. Those first days were generally organised by the circuits themselves, but it didn’t take very long before a few sharp enthusiasts realised the potential of hiring the circuits and selling spaces to individual riders in sessions – Track Days were born. By the late 1990s circuits were operating at very close to capacity, with car track days, bike track days, testing and corporate events filling up weekdays and the racing clubs packing the weekends. Venues had plenty of money and the smart ones were able to invest in improvements that benefited everybody. The quality gap between the big venues and the airfields became vast and that generated even more demand for the best venues. Staff numbers spiralled, because it takes a lot of people to look after the number of customers most circuits had at that time. Everything was rosy, but there was an underlying problem waiting to manifest itself.

Redeveloped airfields like Prestwold are now suddenly becoming viable as race circuits again, due to multi use functions

As income had risen, costs had followed in an upward trend that was going to be extremely difficult to reverse. The iceberg up ahead was, and still is, that a reduction in demand for venue hire would leave costs outstripping income in a fairly short space of time. The success of the Track Day Operators also had an adverse effect on the racing clubs. The hassle free ease with which you could get on track caused a massive drop in ACU licence applications and left the clubs with an ever shrinking pool of customers to draw on. A Track Day paddock can now have up to 90% race bikes in it and just 10% of road bikes. A lot of track day riders have more kit and better bikes than most club racers, without the riders having the need to go through any of the pre-licence requirements, eyesight reports or annual fees associated with holding a race licence. There are now around 45% less ACU Road Race Licence holders than there were in 1989, which means it’s harder than ever for the clubs to fill those weekend race days. That pressure has squeezed a lot of racing clubs to the brink of financial collapse even without the spectre of economic depression. The financial crisis of 2007 took a little while to affect the motorsport sector, but by late 2009 it had claimed its first victims. Several organisers such as Clubmans Racing, Triumph Owners, KRC, Retford MCC, Pegasus & Grantham and New Era in the motorcycle sector, who between them had taken up to 55 race days each season went into mothballs, probably never to return and it was a similar picture on the car side of the business. Many other clubs scaled back on the number of days they were prepared or able to operate and the resultant hole amounted to around 90 race days. To put that in perspective, 90 race days equates to about £1,500,000.- in revenue to the industry. If you take a close look at the audited accounts of any of the circuits, or even groups of circuits, you don’t need a Masters Degree in accountancy to see that many of them are struggling to make ends meet and even the more profitable ones aren’t earning a fortune. The UK government don’t give much help to motorsport, which is a bit of a surprise seeing that the motorsport industry is worth about £5 Billion to the UK economy every year. In other countries around the world circuits are heavily subsidised via tax breaks, local business subsidies and even by direct government grants. That doesn’t happen here and with the high cost of land and property it is a very difficult market in which to earn a crust. The margins that racing circuits work on are extremely tight, even though the actual turnover is huge, so a very small drop in income can wipe out the bottom line very quickly. At the moment the most innovative of the circuit owners is Motorsport Vision (MSV) and when circuit bookings started to fade in 2007 they could see that they


needed to do something about plugging the hole. Simply putting up the price was not a viable option, as the customers would then be forced to cut back even further on their activities which would make it a self-defeating exercise. Although annual increases are still a fact of life, they are fairly modest and genuinely in keeping with the increased rent and rates the venues are subjected to themselves – and that view comes from someone who actually has to write the cheques. Track Day operators are now increasingly turning their attention to racing activities and this is happening largely due to encouragement and active support from the circuits themselves. This is precisely because they have to fill the void left by the established race organisers having had to cut back their activities, or even close down altogether. Without demand, prices fall and most circuits cannot afford for that to happen as they operate on a knife edge financially. Even a 2% drop in Net Margins could be disastrous for some venues. Because they understood the car market far better than the bike market, MSV started off in that sector with MSV Racing creating the Track Day Trophy and the Team Trophy. These were primarily designed for drivers who enjoyed the usual track days but maybe wanted to dip their toe into the competitive side of it without spending a fortune. They kept it simple and made it as non-intimidating as possible to potential new racers. Many of the car clubs were deeply suspicious of MSVs intentions and some saw it as an attempted takeover of what they considered to be rightfully theirs. However, what MSVR were actually doing was dragging in drivers from the buoyant track day market and showing them the inimitable thrill of racing that they were missing out on. Those drivers for the most part, stayed in racing and many went on to compete in events organised by the older established clubs. Happy days all round? Not quite, because in car racing each championship is a separate entity from the organising club. Some of those individual championships realised that in a lot of instances MSVR were actually organising better events than some of the clubs that they were currently tied to. In a free market people go where they get the best all round deal and MSVR now have an impressive championship portfolio of both new championships they have created and championships that have migrated from other clubs. Back to what really interests us – bikes. In 2011 MSVR launched the Bike Trackday Trophy which was designed for complete novices to convert from Track Day riding to the real deal of racing! If it worked in the car market, it should work in the bike market too – right? Despite having a nicely laid out calendar and what looked to be an attractive amount of track time, it didn’t really take off and was very poorly supported. The crossover from track day hero to bona fide motorcycle racer needed a connection that MSV-T – the track day arm of the MSV set up – just didn’t have. Enter No Limits,

With the kind of investment going on at airfields like Blyton Park, could the airfields have a 21st century resurgence? probably the best organised and most disciplined of all the track day operators out there. They did have a genuine connection with their regular customers and that enabled them to make the transition less intimidating. The two organisations then got together in order to recruit the riders and administer the events. This was the first time that a new series had been constructed using social media as its main promotional tool. The beauty of that was that in the track day market, the digital arena is very important. Because there are no results sheets, commentary or race reports in that arena, track day riders use social media to share video and stories of their – often stupendously exaggerated - on track heroics. This made them very easy to communicate with and by this two way traffic the organisers have cleverly created something a little different. It is at the same time in many ways very low key like a track day, but that produces a definitive result sheet like a race meeting. It took a year or so to build up numbers to a viable level. When that happened, it caused an unintended crisis though. The competition in this niche market (tagendurance) resulted in the other organiser that had previously trodden the same path (Hottrax Motorsport) to collapse. Many riders lost considerable sums of money, as they had been encouraged to pay for the whole season up front in order to obtain discounts - and of course that money hadn’t been set aside, but used to prop up the failing business. Of course for the fledgling No Limits series this presented them with a “home run” on the entry side of things as they were (and currently still are) the only suppliers of endurance racing for those who wanted that form of racing. For the Track Day side of the business, the perhaps unexpected consequence of encouraging those people to sample racing, has been that many of them now see track days for what they are:- a pale imitation of the real thing…… RACING! Once you’ve sampled the real deal nothing else will do. Road riding, ride outs and track days become pale and insipid - “a waste of diesel” in the words of my mate Erv …….

Inevitably some of these new racers will branch out and sample other organisers meetings, which will in turn benefit everyone – except the track day organisers themselves. There’s a whole vibrant world of racing out there to be explored and only a limited amount of funds available. The difference between track days and racing is as big as the difference between actually riding around a circuit and doing it on an X-Box or PS3 – nobody would choose the latter once they knew the score. So if the advent of track days once almost sucked the racing database dry, could it be that the boot will very soon be on the other foot? I don’t think that will ever happen, because some riders will never have the courage or desire to make the leap and will continue to create demand in their own market. I sincerely hope it will simply encourage more people to talk about racing thus spreading the word about our sport. I am a great believer in not only having a bigger slice of the cake, but having a cake that is a whole lot bigger all round. As with the car side of the business, there are some bike clubs who find the shadow of the all powerful MSV empire (which now includes Donington Park) in the background very ominous. I personally think that anything that causes organisers to up their game has to be a good thing – as long as corners are not cut on systems or safety. The end user – the racer – will then get the very best deal and service available. Thundersport GB events are the standard by which all these other events are currently judged, but we can’t stand still. We are continually changing and improving every aspect of what we do in order to make our events stand out from the crowd. To stand still is to go backwards and whilst others may stand still and complain about unfair competition, we are intent upon setting new targets for others to try and emulate. Jab and move - change and adapt – innovate and improve – chase perfection. To improve is to change – to chase perfection you have to change often! Exciting things are in the pipeline.......


Tel:- 01673 885888 or 07733 324640


HMT RACING

21

THUNDERSPORT 500

THUNDERSPORT 500 WHERE THE RIDER COUNTS! THE BIGGEST BANG FOR YOUR BUCK!

The Thundersport 500 and Thundersport 500 Seniors championships are the absolute cheapest possible way to go road racing on this planet. A whole race package can be picked up for less than the price of a top of the range helmet & gloves. That said, the racing is hard and close - bordering on the frantic at times. The talent of a racer needn’t be judged by the value of the bike he/she happens to be sitting on, some of the most gifted riders in the country ride these humble parallel twins. The predominant choice of bike here is the Honda CB500, but once you’ve watched a couple of these races you’ll never look at one of these staid commuter bikes in quite the same way again. The 500 Seniors championship caters for riders of 40 years of age or older on 1st March of any given racing season. Some of these lads are fulfilling a long term ambition to race that they simply didn’t have the resources to satisfy when they were younger. When you see the level of skill displayed by some of them, you have to think that they could No Rider Hometown Team Machine cc CL 2 Elliott Humphrey Scunthorpe Rat Out Racing Honda 500 E have made a pretty good living 3 Jez Dack Lincoln Dack Motorsport Honda 500 F at it if circumstances had been 5 Matthew Ratcliffe Gillingham Ratcliffe Racing Honda 500 E different. 11 14 17 18 21 22 27 29 34 36 46 49 50 51 54 55 56 58 59 60 66 68 69 71 72 73 74 79 84 87 97 100 105 111 116 117 119 120 121 129 133 141 142 167 178 179 187 191 194 222 292 444

Mark Leaning Andrew Leivers Angus Gough Richie Connole James Lee Martin Campion John O'Toole Will Leaning Adrian Teasdale Stephen Robinson Joshua Hipwell Steve Waring Alan Tanton Adam Campion Brett Haley James Wilmot Oscar Smith Matthew Postlethwaite Lee Wharton Liam Kirk Chris Jones Clive Mindham Dave West Roddy Taylor Bobby Campbell Daniel Swift Daniel Black Lee Silvain Andy Manchester Jodie Chalk Lee Howarth Paul Brown Scott Gregg Paul Anyon George Williams George Davies Nick Redfearn Sean Whittaker Josh Leaning Neil Attenborough John Wilson Andrew Batner John Bolsover Chris Cooper Steven Shrubsall Brendan Jones Craig Goodall Graeme Frear Jordan Ashington Peter Bardell Ryan Meaden Karl Finch

Scunthorpe Oakwood St Neots Scotton Stockton Hucknall Derby Scunthorpe Carlisle Wilmslow Doncaster Chester Hull Hucknall Halifax Macclesfield Newbury Carlisle Basingstoke Doncaster Huddersfield Kettering Lincoln Aldershot Coningsby Rotherham Lincoln Bury St Edmunds Warlingham Glenrothes Westbourne Appleton Wiske Oakham Neston St Neots Shirley Nottingham Southwater Scunthorpe Derby Sheffield Swindon Chesterfield Rawmarsh St Leonards St Leonards Walsall Winterton Bradford Shefford Sandford Lincoln

Leaning Racing AL Racing Satchwell Racing JLR Fibrelyte Honda Campion Racing Clip'n Climb Racing Leaning Racing Van-Glass.co.uk SR Racing Hipwell Racing R-Kid Racing Al's Autos Campion Racing Brett Haley (Wood) Racing James Wilmot Racing Berkshire Pallets Wasp Racing Two Lee's Racing Team Kirks Racing Jones Racing Fermac Racing West Racing Taylor Racing RAF MSA Danny Swift Racing RD Racing That'll Do Racing DMP Performance Pro-Scott Racing RNRMRRT PB Racing Greggy Racing Dee Bank Unique School GW Racing Crazy Painter Racing Redders 33 SW Racing Leaning Racing Nang Racing Machado Racing Batner Racing Black & White Bikes Motoz Racing Bexhill Gearboxes Bexhill Gearboxes Goddall Racing Frears Wheels Jordz Racing RP Motorsport RD Racing KF Racing

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

500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 500 50 500 500 500 500 500

S F E S E S E E S F F E S F S E E F F E E S F S S F F E S E E S E S E E S F E S S F S S F F F E E E F F

1 2 3 4 5 6 7 8 9 10

Elite 500 Points

Peter Bardell Josh Leaning Alan Tanton Adrian Teasdale John O’Toole James Lee Lee Howarth John Bolsover Jodie Chalk James Pickford

Seniors 500 Points

1 2 3 4 5 6 7 8 9 10

Alan Tanton Adrian Teasdale John Bolsover Ian Fairgrieve Richie Connole Roddy Taylor Nick Redfearn Bobby Campbell Paul Anyon Clive Mindham

1 2 3 4 5 6 7 8 9 10

Adam Campion Daniel Swift Preston Cooper Lee Wharton Steven Shrubsall Simon Burgess Ryan Meaden Andrew Batner Andy Leivers Craig Goodall

200 112 80 76 70 69 61 46 46 41 181 162 142 65 54 49 45 40 40 40

Freshman 500 Points

135 99 95 88 86 61 61 54 49 46

CLASS LAP RECORD 1.23.473 - Joe Barton


It’s fun, having fun and getting the job done! Since 2011 I have undertaken quite a lot of the training duties for our National Governing Body – which doesn’t mean that I’m not still a maverick by the way – including training of Clerks of the Course, Chief Technical Officers and Senior Marshals. The most important thing that I repeat over and over again is the importance of fulfilling your Duty of Care towards everyone involved with the event. It’s a fairly mundane part of the seminars, but it leads into a whole section on team-work that is actually the crux of the lesson. I strongly believe that working as a team is vital to any sporting success. In the same way that no single individual can make any club or organisation successful on their own, no rider can realise their full potential without the help and support of those around them. Sure, a skilful and talented rider can pull results out Sometimes we even have time to demonstrate the of the bag on an uncompetitive machine that it really latest dance crazes during the actual races! shouldn’t be able to achieve, but that still falls well below what the same rider would be capable of if the bike and team were tailored around his/her needs. That is exactly the same as anyone working on the organisational side. Individually we can all do very well, but we only ever reach the level of being truly excellent when we are all working in harmony together. People who are new to our meetings often compliment us on slick, professionally run events and seem to assume that it is down to some secret system that we operate. Well, there is no secret at all, it’s purely down to having a great group of willing volunteers who are genuinely interested in ensuring that everyone else enjoys the events as much as they do themselves. Just look around and see them smiling at any stage of the events, that isn’t put on, it’s a genuine expression of their real enjoyment of these weekends. One of the other things that I try to impress upon anyone who comes to any of the seminars, is that if you are the first point of contact between a new rider and the organisation, you are very much like the hotel receptionist. First impressions last and if that impression is of someone who is happy in their role and willing to help out, everything else becomes much easier from there on in. We are lucky enough to have a sizeable pool of experienced people who can all take on senior team leading roles in many areas. In certain organisations that could create problems as a lot of people want “to be in charge” of their own area. Our set up avoids those kinds of conflict by actively recognising the skills and value to the whole organisation of everybody involved. We don’t actually have much of a hierarchy and everyone is equally valued from young Dylan who runs the results back and forth to the commentators, Dan & Natalie who are instrumental to getting the event equipment set up each morning, Stuart & Rodger together with their Technical Control gang right through to the people who the riders have most interaction with – Bernadette, Joanne & Samantha in the administration office. Dave, Mark and the startline crew have the dubious responsibility of firing the gun to get the races underway and that is when all of the course sectors come into play. Our trackside team is the best I have ever worked with in 23 years of race organisation and a lot of the credit for that goes to John & Angie for their constant efforts to distribute our very experienced band of marshals in the most effective way possible. Ultimately the safety of the riders is in the hands of the orange army from the moment Norman & Margaret open the assembly area gate until the last bike is securely off circuit in the Parc Ferme, so their contribution should never be underestimated. Oh yeah, Parc Ferme..... that’s where the poor riders are in the most danger – from Syds latest choice of music (something even Janet cannot control)! Phil and Kyle generally do the running around on the Race Control side and that means that I can relax & put my feet up in the shade in the So, are you doing the limbo dance secure knowledge that they have everything under control.

Having the right volunteers is priceless

Dave

COME & JOIN THE A-TEAM!

again tonight John?

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 (thundersportchiefmarshal@gmail.com) or our Chief Technical Officer - Stuart Bailey (Stubailey71@btinternet.com) by using the link on the Marshals & Officials page of www.thundersportgb.com or leave your details in the Paddock Office and we will contact you. You won’t regret it and it could change your life.


AVON TYRES GOLDEN ERA SUPERBIKE & ALTO DIGITAL GP1 CLASSIC

23

GOLDEN ERA NO GIMMICKS - SUPERBIKES OF THE 90s

WHEN TRACTION CONTROL WAS ALL IN THE WRIST ACTION

Some of the most memorable race action came from a time before the electronics geeks interferred with the direct relationship between the twist grip and the throttle slides. Seeing Yasutomo Nagai, Scott Russell, Giancarlo Fallappa, Aaron Slight and Anthony Gobert not only backing it in on high speed sections, but also squirming out of corners whilst the chassis tied itself in knots may not have been as fast as modern Moto-GP bikes - but it looked a whole lot faster and infinitely more exciting. Golden Era Superbikes is our version of this classic era of motorcycle racing, before 1000cc across the frame 4 cylinder bikes displaced the “real” Superbikes of the 750cc era. Just looking at these homologation specials on their paddock stands invokes memories of that era and when they fire up, the chatter of the flatslides just makes me grin - I can’t help it. This year we welcome the GP1 Classic bikes to the grid. Tyres on both classes are any make, any pattern, any type - including slicks. Rims are also free and even carbon wheels can be used. No 1 4 9 10 14 19 20 24 25 26 28 29 33 34 35 37 38 39 40 42 45 49 57 62 63 65 71 77 85 89 95 96 114 121 221 775

Rider Mark Biswell Ben Wylie Ross Dunning Jason Dixon Brad Davey Paul Stonebanks Andy Challis Daz Ball Ben Webster David Ferguson Liam Hellewell Elwyn Fryer Roman Grendal James Cottrell Shane Pearson Vince Carlton Stewert Lyddall Rick Allman Michael Gover Thomas Arkell Steve Bryson Kevin Howdle Ryan Strafford Graham Ashbridge Steven Roberts Andrew Meachen Ritchie Thornton Julyan Pilloy Sam Cartwright Chris Ganley Jordan Watling Kieran Smith Jon Wright Martin Stanier Ryan Leadbitter Robert Smith

Hometown Aylesbury Malpas East Grinstead Grantham Abingdon New Romney Peterborough Bodorgan Southampton Byfleet Rotherham Gosport Kettering Fareham Borrowash Market Rasen New Romney Crewe Southampton Shrewsbury Knottingly Cannock Mirfield Northallerton Stourport Barnsley Surbiton Reading Corsham Clevedon Mexborough Messingham Shrewsbury Stoke Ash Reading

Team Bizzle Bikesport Bimota UK RD Racing Team Dixon Moto 14 Tagg Racing Team CT Racing DAZ Ball Racing Team Hopeless Ferguson Racing Elec-Tech Racing Anya Bridal Couture RG Sport Racing RNRMRRT TWP Racing Moto 46 VCR SL Racing Dennis Racing TH Racing RNRMRRT RNRMRRT Alpha Hair Academy Strafford Racing GA Racing SR Racing RS Racing Team 71 JP Racing British Army Race Team G-Rex Racing JWR Corkie Racing Controls & Safety Ltd MS Racing Rideworx TDM Racing RJS Racing

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

cc 955 750 750 750 998 750 750 750 1000 750 750 750 1000 750 1000 996 750 750 1000 750 1000 1000 1000 1000 1000 1000 750 750 750 1000 750 750 750 1000 1000 1000

CL SBK SBK GP1C SBK GP1C SBK SBK SBK GP1C GP1C SBK SBK FM* GP1C GP1C SBK SBK SBK GP1C SBK FM* GP1C SBK SBK GP1C SBK SBK GP1C FM FM SBK SBK GP1C GP1C FM FM

Golden Era Superbike Points 1 2 3 4 5 6 7 8 9 10

Ritchie Thornton Ryan Strafford Mark Biswell Andy Challis Andy Windsor Jason Dixon Kieran Smith Jordan Watling Kevin Liddle

Colin Mooney

195 161 105 96 59 51 42 40 37 32

Thundersport GP1 C Points 1 2 3 4 5 6 7 8 9 10

Shane Pearson Ross Dunning Jon Wright Brad Davey Michael Gover Ben Webster Jason Byard Julyan Pilloy Jack Yorke Chris Spink

165 138 113 85 81 70 61 43 42 37

Thundersport GP1 FM Points 1 2 3 4 5

Ryan Leadbitter Robert Smith Luca Licheri Roman Grendal Donatas Balciunas

155 100 81 32 26

CLASS LAP RECORD Golden Era Superbike 1.13.910 John Dieterman


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Modern Superstock 600 specification bikes are now so good that what was almost unthinkable 10 years ago is now true. In the right hands, a Superstock bike could set a lap time good enough for a front row start in British Supersport. Bearing in mind the ÂŁ25,000 price gap between the two bikes, that is an amazing testament to how closely the manufacturers are able to replicate what their race departments are learning from racing and putting it into their production lines. With lap times so close, it seems mildly pointless creating two different races and therefore splitting up the pool of talent, so we combine the two different machine specifications into one (very exciting) race. We now run two classes in this race, but they are no longer split on machine specification, they are divided based on rider experience and licence grade. This reflects the lesser experience of some riders who contest the Sportsman class, rather than the Elite. This is our first season using this format, which was introduced because we felt that some riders moving up from No Rider Hometown Team Machine cc CL the Pre-National classes would like to be 2 Jordan Rushby Beverley Rushers Racing Yamaha 600 E able to contest a championship against 4 Kevin Baker Co Clare ROI Fintra Racing Kawasaki 600 E riders with a similar level of experience. 5 Chris Hellewell Rotherham Sparklight Racing Kawasaki 600 E The Elite class is the main championship 6 Brendan Mallinder Rotherham Team Mally Yamaha 600 E and it is the fastest 600 racing class 7 Ryan Varley Leeds JAB Racing Honda 600 E anywhere outside of the BSB paddock 8 Michael Evans Douglas IOM Evans Racing Kawasaki 600 S itself. If you can cut the mustard in this 10 Sam Holme Elvington CMB Motorsport Kawasaki 600 S tremendously competitive class, you can 14 Tony Waistnage Swinton Online Carpets Yamaha 600 S acquit yourself well anywhere! Whatever 17 Jonny Towers Coton in Elms Team Edge RST Triumph 675 E happens the action will be as frantic as 18 John Dieterman Preston Team Baxi Triumph 675 E only 600cc racing can be. 19 Lloyd Shelley Burntwood JLS Access Bookings.com Triumph 675 S 21 James Field Barton u Humber RAF MSA Kawasaki 600 S 22 Zak Corderoy Blewbury Zak Racing Kawasaki 600 E 24 Jonathan Perry Winsford Jonathan Perry Racing Kawasaki 600 E 25 Matty Whelan Barnsley Blueline Bennetts MV MV Agusta 675 S Premier Motorcycle Protection 27 Stuart Wickens Ipswich Big Tone Triumph 675 E 33 Joel Williams Manchester Haulage Services Direct Yamaha 600 E Thundersport 600 Elite Points 34 Arnie Shelton Bourne Shelton Racing Kawasaki 600 E 1 William White 90 37 Gary Johnson Brigg GTR Motorsports Triumph 675 E 2 Jordan Rushby 80 40 Stuart Hall Wakefield Stuart Hall Racing Honda 600 E 3 Max Wadsworth 65 46 Ross Walker Lincoln Ross Walker Racing Honda 600 E 47 William White Watford Get Low Racing Triumph 675 E 4 Gary Johnson 50 48 Alex Laureys Balham APL Racing Kawasaki 600 S 5 Brendan Mallinder 44 50 Lewis Barnes Swindon Lewis Barnes Racing Yamaha 600 E 6 Lloyd Shelley 43 51 Olly Kelly Farnborough Hampton Scaffolding Yamaha 600 S 7 Curtis Wright 42 54 Sam Cox Maldon RSR Motorsport Yamaha 600 E 8 Andrew Dudgeon 35 58 Trystan Finocchiaro Redditch Transmec Group Kawasaki 600 E 61 Robert Chisholm Wallingford British Army Race Team Triumph 675 E 9 Zak Corderoy 35 62 Nick Edgeley Bolney Team Edge RST Racing Triumph 675 E 10 Danny Booth 34 64 Danny Booth Preston DB Racing Yamaha 600 E Thundersport 600 Sportsman Points 65 Ashley Milburn Newhall Phoenix CFS Racing Kawasaki 600 S 69 Caolan Irwin Letterkenny ROI Oasis Bar Letterkenny Yamaha 600 E 1 Alex Laureys 72 72 Max Wadsworth Halifax Specialised Group Kawasaki 600 E 2 Lloyd Shelley 68 73 Cameron Tenzing-Jenkins Callander JDF Racing Kawasaki 600 E 3 Dan Parker 66 74 Curtis Wright Stoney Stanton Wright Racing Triumph 675 E 79 Ashley Robson Montrose XL Racing Triumph 675 E 4 Matty Whelan 60 84 Ben Wotton Sleaford Wotton Racing Triumph 675 S 5 Ben Wotton 59 94 Joe Miller Hull M-Tec Racing Yamaha 600 S 6 Ryan Cooper 59 96 Conor Wheeler Hatfield Fit a Kitchen Kawasaki 600 S 7 Aaron Bradley 56 101 Kurtis Drew Cirencester KD Racing Yamaha 600 E 8 Ashley Milburn 52 108 Mathew Dawes Studley Edison Recruitment Kawasaki 600 S 9 Michael Evans 50 111 Aaron Bradley Nottingham GAB Racing Kawasaki 600 S 121 Eoin Collins Lisdoonvarna ROI Collins Racing Kawasaki 600 E 10 Robert Varey 45 122 Tom Collinge Halifax Tom Collinge Racing Yamaha 600 S 134 Aaron Silvester Horncastle A & J Racing Yamaha 600 E CLASS LAP RECORD 144 Jamie Boyce Aylesbury MSG Racing Suzuki 600 E 1.12.261 221 Eunan McGlinchey Coleraine NI EMR Racing Suzuki 600 E Ross Twyman 808 Robert Varey Preston Colin Sanderson Racing Yamaha 600 S


www.avonmotorcycle.com

Avon Tyres is proud to sponsor the Thundersport Supertwin/Stocktwin series for 2017.

Photo supplied by Ian Boldy Superbike Photography

CHRIS HELLEWELL 2016 THUNDERSPORT GB GOLDEN ERA SUPERSPORT CHAMPION

Xtreme

RACE COMPOUNDS

JAMIE HODSON 2016 MANX GRAND PRIX SUPERTWIN RACE CHAMPION

The 3D Ultra Xtreme is recommended for trackday use and quickly reaches working temperatures. It offers a large footprint at extreme lean angles and its 3D siping is designed to improve stability and grip and limit tread flex. For further information on the Avon Tyres range, visit www.avonmotorcycle.com


AVON TYRES SUPERTWINS

27

- STOCKTWINS & APRILIA RRV450GP

SUPERTWINS THE ORIGINAL GP2 FOR THE MASSES! WHAT’S SUPER ABOUT SUPERTWINS?

Thundersport GB started out with what is now our Supertwin class back in 2009 (it was called GP2 back then) and it has since appeared in Irish Road Races, the North-West 200 and more recently the TT Races. These light and manouverable 650cc twin cylinder 4-strokes can be built for around half the cost of a 600cc Superstock machine and open up a route for the home tuner to get re-involved in the modern racing scene. The British Superbike package is missing out on this middleweight category at the moment and I can’t understand why. It would fill in that elusive rung on every budding young racers ladder to success.

STOCKTWINS ARE SUPERTWINS ON A BUDGET

Whereas the Supertwin category has no tuning restrictions, we also compliment that with our more cost concious Stocktwins Championship. Cost control was always designed to be a core principal of Stocktwins and the rules are designed to allow most things that are NOT performance enhancing.

APRILIA RRV450GP

These are designed to be as close as you can get handling wise to the old 250GP bikes, but with the elegantly engineered Aprilia / Rotax 4-stroke V-twin unit that powers the world beating SXV Supermotard machines.

Avon Tyres Supertwins Points

No 7 8 9 16 17 18 19 21 22 26 30 31 33 34 36 38 43 45 52 54 55 57 60 66 70 76 77 86 88 90 91 96 101 126 133

Rider Gary Johnson Rick Saville Alex Taylor Luke Verwey Jonny Towers Matt Powell Neil Schofield Nicole Lynch Joseph Thomas Daniel Taylor Dan Bateman Ben Ashcroft John Hacker Ian McGann Darryl Hodder Joshua Crew Alex Platt Andrew Castle Ash Bryant Lara Small Ben Rainbow Elliot Williams Greg Madero Rhys Irwin Paul Williams Charlie King Kade Verwey Thomas Jennings Mike Baxter Rishon Hickey Emma Field Jason Markham Chris Asquith Alex Wood Ben Tolliday

Hometown Brigg Grimsby Southwater Silverstone Coton in Elms Swansea Barnsley Clondalkin ROI Pencoed Kirton Lindsey Donington Warrington Leicester Hounslow Basingstoke Gravesend Lincoln Lincoln Nantwich Derby Plymouth Mold Towcester Letterkenny Beaworthy Gorleston Silverstone Hinckley Rochester Burntisland Barton u Humber Salisbury Bradford York Scarborough

Team GTR Motorsports SOS Racing Scott Racing M/cycles Team XG Group Team Edge RST UWTSD Orthrus Racing Schofield Racing Medlar Racing UWTSD Orthrus Racing Direct Commercials DB Racing Ashcroft Racing JH Racing British Army Race Team DH Racing Flying Monkey B&B Motorcycles RAF MSA Bryant Racing Knight RR / British Army RAF MSA Williams Racing Madero Racing Oasis Bar Letterkenny Ace M/cycles Bude CK Racing Team XG Group TJ Racing BBS Motorcycles Rishon Racing EF Racing British Army Race Team Asquith Racing CWP Racing Team Tolly Racing

Machine WK Kawasaki Aprilia Aprilia Kawasaki Suzuki Suzuki Suzuki Suzuki Suzuki Suzuki Aprilia Suzuki Suzuki Suzuki Suzuki Suzuki Suzuki Suzuki Ducati Suzuki Kawasaki Kawasaki Aprilia Suzuki Kawasaki Aprilia Aprilia Suzuki WK Suzuki Suzuki Suzuki Aprilia Suzuki

cc 650 650 450 450 650 650 650 650 650 650 650 450 650 650 650 650 650 650 650 800 650 650 650 450 650 650 450 450 650 650 650 650 650 450 650

CL T S RRV RRV T S S T S T S RRV T S T S S S T T S T T RRV S T RRV RRV T T S S S RRV T

1 2 3 4 5 6 7 8 9 10

Jonny Towers Jonathan Perry Greg Madero Dan Taylor Ben Tolliday Alex Taylor Alex Platt Kade Verwey Alex Wood Kasey Wyatt

165 142 130 120 75 72 67 58 58 45

Avon Tyres Stocktwins Points 1 1 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10

Alex Platt Joseph Thomas Neil Schofield Jason Markham Ian McGann Stephen Taylor Danny Capper Ben Rainbow Paul Williams Andrew Castle

181 115 97 95 91 71 60 47 42 40

Alex Taylor Alex Wood Kade Verwey Kasey Wyatt Rhys Irwin Luke Verwey Ben Ashcroft Laurence Edgeley Thomas Jennings Max Lofthouse

179 144 141 115 77 69 58 50 44 41

Aprilia RRV450GP Points

CLASS LAP RECORDS Supertwins - 1.16.087 Jonny Towers Stocktwins - 1.18.965 Johann Mace Aprilia RRV450 - 1.18.011 Sam Wilford


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SPARKLIGHT RACING GOLDEN ERA SUPERSPORT & STEELSPORT

29

GOLDEN ERA MANIC - SUPERSPORTS OF THE 90s WHEN TRACTION CONTROL WAS ALL IN THE WRIST ACTION! As with the corresponding Superbike class, some of the most memorable race action came from a time before the electronics geeks interferred with the direct relationship between the twist grip and the throttle slides. The term “Mad Axe-Murderers” was actually coined by James Whitham when he did a couple of Wild Card rides in the World Supersport Championship and watching it from trackside you simply couldn’t argue the accuracy of that label. If Ghengis Khan rode a motorcycle it would have been an R6 or ZX6RR from this era (he might have struggled getting his helmet through Technical Control, but who’s going to argue with him?). Golden Era Supersport is our version of this classic era of motorcycle racing, before traction control took over from pure fearless determination. These classes are not Pre-Injection or Pre-2000, they are tailored to the bikes that actually raced in that iconic era. The technical regulations allow all and any modifications that were used in period and ban anything that wasn’t around or allowed at the time. Tyres are any make, any pattern, any type - as long as they have a road legal designation. Full wets are permitted only when a Wet Race has been declared. GOLDEN ERA STEELSPORT Since we started running the Golden Era Supersport class, many riders asked us about creating a parrallel series for the Steel-Framed bikes of a similar period and that now forms the basis for Golden Era Steelsport. No

Rider

Hometown

Team

Machine

cc

CL

1

Chris Hellewell

Rotherham

Sparklight Racing

Yamaha

600

SS

2

Sam Nicholson

Nottingham

Motorpoint Derby

Yamaha

600

SS

3

Adrian Bridges

Solihull

Sparklight Racing

Yamaha

600

SS

4

Richard Harrison

Cleasby

RAP Racing/P&C Pavers

Yamaha

600

SS

5

Robert Goodall

Chichester

BBC Build Racing

Yamaha

600

SS

Golden Era Supersport Points

14

Brad Davey

Abingdon

Motovation

Ducati

748

SF

16

Luke MacRae

Billingshurst

MacRae Racing

Yamaha

600

SS

24

Andy Scanlon

Thatcham

Stubble Racing

Yamaha

600

SS

32

Chris Froggatt

Chichester

Froggatt Racing

Yamaha

600

SS

1 2 3 4 5 6 7 8 9 10

36

Mark Foster

Scunthorpe

Foster Brothers

Yamaha

600

SS

39

David Stiff

Pickering

DS Racing

Yamaha

600

SS

Golden Era Steelsport Points

43

Rob Vickerman

Willerby

Airtech Racing / RAF

Yamaha

600

SS

44

Matthew Henson

Wirral

Haulage Services

Yamaha

600

SS

53

Rob Mawbey

Derby

Racing Lines Tyres

Yamaha

600

SS

57

Alan Curtis

Helston

RNRMRRT

Honda

600

SS

63

Adam Darnell

Ringwood

Sparklight Racing

Yamaha

600

SS

65

David Langley

Dereham

RAF MSA / Ashtons

Honda

600

SF

66

Liam Vella

Lincoln

Vella Racing

Yamaha

600

SS

73

Oliver MacRae

Billingshurst

MacRae Racing

Yamaha

600

SS

74

Nick Turner

Kettering

Fermac Racing

Honda

600

SF

75

Max Wilmot

Gosport

RNRMRRT

Yamaha

600

SS

88

Ian Kirby

Sunderland

Kirby Racing

Yamaha

600

SS

96

Ian Evans

Chepstow

British Army Race Team

Honda

600

SF

114

Jon Wright

Shrewsbury

Controls & Safety Ltd

Honda

600

SF

315

Ashley Thompson

Market Rasen

Moto 46 VCR

Yamaha

600

SS

1 2 3 4 5 6 7 8 9 10

Rob Goodall Adam Darnell Chris Hellewell Andy Scanlon Richie Harrison Luke McRae Rob Mawbey Dave Grace Ian Lawton Karl Foster Jon Wright Dave Langley Brad Davey Ian Evans Robert Dodd Nick Turner Julien Liguori Danny Wright Andrew Goodsell Dave Curtis

133 131 114 112 95 94 54 38 35 33 191 161 120 70 68 61 42 28 24 20

CLASS LAP RECORDS Supersport = 1.15.864 Karl Foster Steelsport - 1.19.970 Jack Haverkamp


THUNDERSPORT GB

“THE HOME OF SPORTSMAN RACING”

2017 CHAMPIONSHIP DATES & VENUES Premier Motorcycle Protection

DAY

DATE

LOCATION

EVENT

FRIDAY

17TH FEBRUARY

DONINGTON PARK

ACU-CTC COURSE

SATURDAY 18TH FEBRUARY

DONINGTON PARK

ACU-CTC COURSE

FRIDAY

3RD MARCH

BRANDS HATCH (INDY)

TESTING

SATURDAY 4TH MARCH

BRANDS HATCH (INDY)

INVICTA CHALLENGE

SUNDAY

5TH MARCH

BRANDS HATCH (INDY)

INVICTA CHALLENGE

FRIDAY

24TH MARCH

DONINGTON PARK (GP)

TESTING

SATURDAY 25TH MARCH

DONINGTON PARK (GP)

ROBERT FEARNALL TROPHY

SUNDAY

DONINGTON PARK (GP)

ROBERT FEARNALL TROPHY

SATURDAY 29TH APRIL

SNETTERTON (200)

TESTING

SUNDAY

30TH APRIL

SNETTERTON (200)

ACE OF CLUBS

MONDAY

1ST MAY

SNETTERTON (200)

ACE OF CLUBS

SATURDAY 27TH MAY

CADWELL PARK

TESTING

SUNDAY

28TH MAY

CADWELL PARK

KING OF THE MOUNTAIN

MONDAY

29TH MAY

26TH MARCH

CADWELL PARK

KING OF THE MOUNTAIN

THURSDAY 22ND JUNE

MALLORY PARK

TESTING

SATURDAY 24TH JUNE

MALLORY PARK

MASTER OF MALLORY

SUNDAY

25TH JUNE

MALLORY PARK

MASTER OF MALLORY

FRIDAY

28TH JULY

ROCKINGHAM (INT)

TESTING

SATURDAY 29TH JULY

ROCKINGHAM (INT)

THUNDER AT THE ROCK

SUNDAY

ROCKINGHAM (INT)

THUNDER AT THE ROCK

SATURDAY 26TH AUGUST

ANGLESEY COASTAL

TESTING

SUNDAY

27TH AUGUST

ANGLESEY COASTAL

MOTO SUPER-PRIX OF WALES

MONDAY

28TH AUGUST

ANGLESEY COASTAL

MOTO SUPER-PRIX OF WALES

FRIDAY

22ND SEPTEMBER OULTON PARK

TESTING /QUALIFYING

SATURDAY 23RD SEPTEMBER OULTON PARK

ADAM BOYLE TROPHY

FRIDAY

30TH JULY

20TH OCTOBER

DONINGTON PARK (NAT) TESTING

SATURDAY 21ST OCTOBER

DONINGTON PARK (NAT) CHAMPIONSHIP FINALS

SUNDAY

DONINGTON PARK (NAT) CHAMPIONSHIP FINALS

22ND OCTOBER

All above rounds count towards the Thundersport GB Championship and Thundersport GB Cup for all classes. www.thundersportgb.com

01509 678888

Dave Stewart - 07738 355186 jamiestewart9@googlemail.com Bernadette Stewart - 07711 721638 stewartbernadette9@googlemail.com Media/Sponsorship Enquiries Richard Day (Syd) – 07836 589666 / thundersportsyd@gmail.com

THUNDERSPORT GB - Come & Join Us! and be part of the BEST RACING ORGANISATION in the world.


Premier Motorcycle Protection

31 13

GB RACING BRITISH MILITARY INTER SERVICES

Pr

em

ie

rM

ot

Premier Motorcycle Protection

GB RACING SUPPORTING OUR ARMED FORCES No

Rider

Hometown

Team

Machine

cc

CL

4

Charlie White

Southampton

RNRMRRT

Triumph

675

S

9

Nathan Salkeld

Pewsey

British Army Race Team

Suzuki

600

S

10

Jonathan Atkinson

York

RNRMRRT

Honda

600

F

21

James Field

Barton u Humber

RAF MSA

Kawasaki

600

S

27

Brian Fuidge

Poole

RNRMRRT

Suzuki

600

S

28

Michael Coxon

Stockton

British Army Race Team

Suzuki

600

F

29

William Griffin

Falkirk

RNRMRRT

Yamaha

600

F

34

Ian McGann

Hounslow

British Army Race Team

Suzuki

650

S

34

James Cottrell

Fareham

RNRMRRT

Suzuki

750

GP1C

36

Stuart Goodson

Southsea

RNRMRRT

Suzuki

1000

S

42

Thomas Arkell

Shrewsbury

RNRMRRT

Kawasaki

750

SBK

45

Andrew Castle

Lincoln

RAF MSA

Suzuki

650

S

46

Alistair Wright

Duloe

RNRMRRT

Yamaha

600

S

54

Lara Small

Derby

British Army Race Team

Ducati

800

T

55

Ben Rainbow

Plymouth

RAF MSA

Suzuki

650

S

56

Lewis Roberts

Caldicot

RNRMRRT

Yamaha

600

S

Honda

600

SS

Triumph

675

E

57

Alan Curtis

Helston

RNRMRRT

61

Robert Chisholm

Wallingford

British Army Race Team

65

David Langley

Dereham

RAF MSA / Ashtons

Honda

600

SF

72

Bobby Campbell

Coningsby

RAF MSA

Honda

500

S

75

Max Wilmot

Gosport

RNRMRRT

Yamaha

600

SS

77

Gary Hignett

Spalding

RAF MSA

Honda

600

S

84

Patrick Burlton

Ferndown

RNRMRRT

Yamaha

600

F

85

Sam Cartwright

Corsham

British Army Race Team

Suzuki

750

FM

96

Jason Markham

Salisbury

British Army Race Team

Suzuki

650

S

97

Lee Howarth

Westbourne

RNRMRRT

121 Stephen Thomas

Salisbury

British Army Race Team

Honda

500

E

Triumph

675

F

145 Steve Bryson

Knottingly

154 Callum Scott

Canterbury

RNRMRRT

Honda

1000

FM*

RNRMRRT

Suzuki

600

F

165 Michael Russell

Salisbury

RAF MSA

Kawasaki

1000

E

177 Anthony Van Looy

Corsham

RAF MSA

Yamaha

600

S

196 Cemal Oram

Bristol

RNRMRRT

Suzuki

600

S

or

cy

cle

Pr

ot

ec

tio

n

The GB Racing British Military Inter Services Championship enters its 6th season with Thundersport GB in 2017. In the current political climate, it is very difficult for any of our military personnel to plan out a full seasons racing. International conflicts flare up remarkably quickly in the modern world and these guys can find themselves posted to danger zones anywhere in the world with as little as 48 hours notice. Therefore we have attempted to design a very flexible championship that is both spread across a whole season, yet at the same time has events that can be opted out of without penalty or danger of rendering a normal championship challenge practically unviable. You don’t have to agree with decisions made by our armed services political masters in order to appreciate the risks that the personnel face in order to protect and preserve our way of life. These are just ordinary, real people who put themselves in harms way on a fairly regular basis on our behalf. This year, instead of riders scoring points in their own individual classes, they all come together on one grid for a spectacular shoot out race on five separate occasions during the course of the season. Points scoring for this race is based on 1 point for last place and an additional point for every place in front of that. There are bonus points for the podium places – 3 points for 1st, 2 points for 2nd and 1 point for 3rd – as well as an extra point for the fastest lap of the race. The teams are:Royal Navy Royal Marines Motorsport our current champions. British Army Race Team who were victorious in 2013 and 2014. Royal Air Force MSA who were champions back in 2012. Rounds:Brands Hatch (March) Snetterton (May) Mallory Park (June) Rockingham (July) Donington Park (August) Donington Park (October)

CLASS LAP RECORD 1.16.326 Stephen Kaplan

Individual Rider Points 1 2 3 4 5 6 7 8 9 10

Anthony Van Looy (RAF) Michael Coxon (Army) Stephen Thomas (Army) Charlie White (Navy) Dave Langley (RAF) Ryan Redman (Army) Jason Markham (Army) Andrew Day (Army) Nathan Salkeld (Army) Lee Howarth (Navy)

28 26 25 22 21 20 19 18 17 16

Overall Team Points 1 British Army Race Team 2 RAF MSA 3 Royal Navy / Marines

142 96 94


New - R.C.S. 352 321 285 - 16070237 - MICHELIN - R.C.S. 855 200 507 - Photo credits: Michelin, Gregory Favre, GettyImages - 11/2016

Snetterton complete programme  
Snetterton complete programme  

Complete race day programme for Snetterton 1st May 2017

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