Carsport Magazine 2020 by Greer publications

www.carsportmagazine.com ™

YEARBOOK 2020

TANAK TAKES THE TITLE… then moves to Hyundai! Gerry McGarrity’s Yamaha engine Mini

Patrick Snijers Interview

Tom Geraghty’s Escorts

ALSO INSIDE... COLIN TURKINGTON’S FOURTH BTCC TITLE / WRC REVIEW / PETTER £5.95 ISSN 1363-2493

9 771363 249238

SOLBERG / SUBARU P2000 REBUILD / VAUXHALL CHEVETTE HSR GROUP A LANCIA DELTA INTEGRALE / KEN IRWIN INTERVIEW F1 REVIEW / RACING REVIEW / KARTING / MOTORBIKES ALISTER McRAE INTERVIEW / CHARLIE EASTWOOD / RALLY CHAMPIONSHIP REVIEWS

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FOREWORD

The presentation of the Outstanding Achievement in Motorsport award by Formula One managing director of motorsports Ross Brawn at the Northern Ireland Celebration of Motorsport evening was another highlight in a memorable year for Colin Turkington.

Colin Turkington – Four times British Touring Car Champion Television companies love a bit of drama and the final round of the 2019 British Touring Car Championship had more drama in it than most soap operas! Everyone I’ve spoken to since that dramatic final round has told me their story of that day, and the scenes that erupted on ‘that penultimate lap’. I can see the excitement still thriving in most people and they can’t wait for next season already. I feel honoured to be included in a sporting moment that has brought people together and one that will be recalled for years to come. Never in my wildest dreams did I think I would get close to Andy Rouse’s record of four titles. This has been my hardest championship yet by a long shot and to be honest, the final three weekends where all like season finales. I had to make a comeback not once, but three times. I really did feel like it had been wrenched away from me after race 2 at Brands and was in shock when I crossed the finish line and was told I was champion. It was just pure elation – nothing else in life gives you that feeling. Andrew Jordan and Dan Cammish put up a great fight and I’ve enjoyed the battles this season. You put in a full year’s work to try to win this, and I still believe that those who work hardest will get their chance to win. Team BMW put their heart and souls into the build of the new 3 Series over the winter and they deserved the success it collected this year. It’s been a fantastic year for me but I wouldn’t be where I am without having great people around me. We all talk of horsepower in motorsport, but one the best things to celebrate is people power! It’s been great to see my friends from home like Charlie Eastwood, Dan Harper and Jack Young all having a very successful 2019 – you can read all about them in this yearbook. I’ll be back with Team BMW for 2020 to go again but before then we all need a long overdue rest over Christmas. Thank you to everyone for all the loyal support and best wishes for the new year ahead. Here’s to another thrilling season!

CarSport

CONTENTS CarSport Yearbook JANUARY 2020

EDITOR’s comment There’s the old saying that ‘a week is a long time in politics…’ It can also be a long time in the world rally championship. When the recently crowned World Rally Champion Ott Tanak announced his departure from Toyota to Hyundai, it set a train of events in motion that culminated in Citroen pulling out of the World Rally Championship. At the time of going to print, it also left drivers of the calibre of JariMatti Latvala, Andreas Mikkelsen, Hayden Paddon, Mads Ostberg and of course our own Kris Meeke and Craig Breen in a precarious position regarding their future in the WRC… On a more positive note, there is plenty to celebrate in this year’s edition. Colin Turkington took a record-equalling fourth BTCC title while there was also tremendous track success for Charlie Eastwood, Dan Harper and Jack Young. Enjoy the Yearbook and have a safe and successful 2020… Pat Burns

CarSport

WRC REVIEW – TANAK TAKES THE TITLE

WHAT NEXT FOR KRIS MEEKE AND CRAIG BREEN?

PETTER SOLBERG SIGNS OFF

AARON JOHNSTON – LIVING WITH THE SOLBERGS

JAMIE MCMILLAN – THE AUTOTESTING M-SPORT ENGINEER

THE TEAM

Editor

Patrick Burns

patburns@greerpublications.com

MANAGER

Gladys Greer

gladysgreer@greerpublications.com

TARMAC CHAMPIONSHIP REVIEW

TRITON NATIONAL RALLY CHAMPIONSHIP REVIEW

EX-AGHINI SUBARU P2000 REBUILD

PATRICK SNIJERS INTERVIEW

TOM GERAGHTY’S ESCORTS

GERRY MCGARRITY’S YAMAHA R1 ENGINED MINI

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Contributors: Sammy Hamill; Maurice Hamilton; Rob Wilkins; Michael O’Carroll; Richard Young; Aaron McElroy; Andy Gray; Jim McCauley; David Finlay; Kevin O’Driscoll; Andrew Bushe; Raymond Donaldson; Martin Walsh; Aaron O’Neill, Kevin Glendinning, Graham Balham-Curry Photographers: Trevor Foster; Roy Dempster; Esler Crawford; Michael Chester, Seamus Counihan; Fergal Kelly; John O’Neill; Guy Foster; Andy Crayford; Patrick Regan; Martin Walsh; Conor Edwards; Lorcan Barron; Catherine Groves; Gavin Woods.

Publishers James and Gladys Greer DesigN DESIGN STICS Shaun Byrne cover DESIGN Shaun Byrne Advertising and Editorial

KEN IRWIN INTERVIEW

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DAN HARPER WINS PORSCHE CARRERA CUP

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ALISTER MCRAE IN THE DRIVERS SEAT

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The Year in Pictures… Photo: Trevor Foster

2019 World Rally Champions Ott Tanak and Martin Jarveoja in their Toyota Yaris WRC take a tight line on the 2019 Monte Carlo Rally. “This photograph was taken on Stage 5, Curbans to Piegut. The village in the background is Curbans and the stage start is close to the village. It’s a fast and narrow 18km long stage with rockfaces and it climbs steadily from the village to a series of hairpins in the Alps. Good spectator carparking is available in the fields along the stage when approached from the north about 3 miles from the start. I picked a good elevated vantage point on the rocks 20 mins walk from the carpark. I knew it was a good choice when renowned rally photographer Reinhard Klein arrived and took up position beside me. The spectacle of the WRC cars approaching at high speed and cutting tight into the corner with no armco and a fresh air drop below made it a memorable Monte morning.” – Trevor Foster

CarSport

Monte Morning 2019 CarSport

The 2019 British Grand Prix was the 1000th Formula One race. The first ever race back in 1950 was won by Alfa Romeo and the Italian manufacturer brought the winning car along to the 2019 event. The Alfa Romeo 158 delivered 350 hp and touched a top speed of 290 km/h. Nino Farina on that momentous occasion won pole position, the fastest lap and the race.

Cavan’s Jonathan Pringle breaks down in an ideal spot in Donegal – right beside where fellow Mark Two Escort driver Camillus Bradley was spectating.

Dungannon rally co-driver Jarlath Kelly got married in 2019 and his stag weekend was held at the WRC Rally Portugal where they were out to support Kris Meeke.

Ex F1 star Rubens Barrichello takes a ‘selfie’ with a fairly underwhelmed Jackie Stewart at the Goodwood Festival of Speed.

The Mercedes F1 car shows that it can burn rubber with the best of them on the hillclimb at Goodwood.

Former F1 driver Tommy Byrne released his autobiography in 2019 – the aptly named ‘Crash and Byrne…’

while former Ford WRC star Mikko Hirvonen competed on the West Cork Rally and won the National category.

Hollywood actor Michael Fassbender competed in the 2019 Killarney Rally of the Lakes… CarSport

A slightly pensive looking F1 driver Pierre Gasly gets ready for a high speed blast with Sebastien Ogier.

Suzuki are known for their cars and motorbikes, but the single biggest unit they import here are massive marine engines for Rigid Inflatable Boats. They used a Suzuki powered RIB for the launch of the new special edition Swift Attitude model.

Former Donegal Rally winner John Lyons and his wife Wendy are pictured at the Donegal Deja-Vu event. More pictures are on pages 70-72.

Eamon Boland competed in several rounds of the World Rally Championship in an R5 Fiesta. This is him in action in Monte Carlo.

If you thought that the CarSport Yearbook was only read in Ireland and the UK youâ&#x20AC;&#x2122;d be mistaken. Former Junior World Rally Champion and works Suzuki driver Aaron Burkart emailed us to say how much he enjoyed last years edition which included a photo of him winning his class on Rally Ireland 2007.

CarSport

by Rob Wilkins

TÄNAK CLAIMS MAIDEN WRC TITLE

Ott Tänak delivers for Toyota ending Sébastien Ogier’s six-year reign while Hyundai takes the Manufacturers Title… Photos: Trevor Foster / Roy Dempster / Fergal Kelly / Conor Edwards

Ott Tanak flying high in Portugal. He won the rally and described it as one of his most difficult victories.

tt Tänak realised the “target of his life” in Spain by becoming the 2019 World Rally Champion: the first Estonian to ever do so and the first non-French driver since Petter Solberg in 2003 following 15 years of domination by Sébastien Loeb and then Sébastien Ogier.

Sebastien Ogier started 2019 on a high note with victory on the Monte Carlo Rally in the unloved Citroen C3 WRC.

Indeed in winning the crown he not only denied arch rival Ogier his seventh successive success, but gave Toyota its first Drivers’ title since Didier Auriol back in 1994. His shock decision to sign for Hyundai for 2020, just four days after his success in Catalunya though, means he won’t defend it in his Yaris, but rather in an i20, alongside notably Thierry Neuville – his other biggest rival in 2019. “Since Thursday, every second person has been asking about the pressure and how your head is and how the championship is,” Tänak said, after the penultimate

CarSport

round in the Championship and after securing the title. “It was not easy to manage… this pressure was something new.

“At the beginning, I did not know how I would perform and how I would manage it,” he admitted.

“I had no other choice though other than to relax and try to get the feeling without taking any risks. We could do it and it was

2019

CarSport

OTT TÄNAK: THE ROAD TO TITLE JOY - IN HIS WORDS

“I’m not sure we could have gained more than what we have now, even without the puncture.” (Monte Carlo, January 27 2019 – 3rd)

by Rob Wilkins

“Friday was a key moment where we had to get through to minimise the time loss, but after this we just drove with a good rhythm and as little risk as possible.” (Sweden, February 17 2019 – 1st) Despite suffering from back problems, Elfyn Evans produced some top drives in the M-Sport Fiesta.

Kris Meeke through a watersplash at Rally GB. He led the rally on day one of the event in his Toyota Yaris WRC.

“It was difficult to do good times and we were struggling to compete… all in all, we did everything we could.” (Mexico, March 10 2019 – 2nd) “The final result is disappointing, but this was a rally I didn't enjoy at all a couple of years ago, and we are now right on the pace.” (Corsica, March 31 2019 – 6th) “A very frustrating weekend. We had good performance but no big result - there is a lot to improve...” (Argentina, April 28 2019 – 8th) “I feel relieved. On the last couple of events, we have had mishaps and have lost a lot of points - it was important to score this result.” (Chile, May 12 2019 – 1st) “This is definitely one of the hardest wins I have taken.” (Portugal, June 2 2019 – 1st)

an interesting weekend. Now the relief is great...” Tänak started the 2019 season in Monte Carlo with a fine drive to third, winning all four tests on Saturday and both on Sunday to haul himself back onto the podium after slipping back during the opening leg. It was Ogier, however, who won, to take his sixth Monte in a row (and seventh in total), although only after a nail-biting final stage: with just 0.4 seconds between him in his Citroën C3 and eventual runnerup Neuville going into those last 13.58 kilometres. The gap after

the Power Stage was just 2.2 seconds – the closest ever finish in Monte Carlo. In Sweden, Tänak took a comfortable victory to become only the fourth non-Scandinavian to triumph there. It also lifted him into the lead in the Drivers’ Championship for the first time in his career. Citroën’s Esapekka Lappi was a distant second, more than 50 seconds back, with Neuville third and Ogier a disastrous 29th after an off in SS6. On to Mexico and Ogier hit

“In the final stage something very strange happened with the steering. Somehow we managed to get going again, but we lost a lot of time and the victory.” (Sardinia, June 16 2019 – 5th) “This year was a lot harder than last year and to get the lead I had to push really to the limit.” (Finland, August 4 2019 – 1st) “We were not always the fastest but we were more consistent, and in the end we managed to get the victory.” (Germany, August 25 2019 – 1st) “It definitely makes everything a lot harder, but that’s the way it is…” (Turkey, September 15 2019 – 16th) “It’s been an intense weekend, but it feels good. We need to keep pushing and keep focused.” (Wales, October 6 2019 – 1st) “My mother said Saturday evening that if I want something I can make it happen. I just had to make it happen.” (Spain, October 27 2019 – 2nd) back with victory following a calculated drive in his C3, albeit not without a few dramas – including a trip into a tyre wall and a front right puncture on day two. Tänak was a strong second, despite having to sweep the road on the first day, the Estonian overhauling M-Sport Ford’s Elfyn Evans with just three stages remaining – the result kept him top in the standings, albeit with his lead cut from 7 points to 4.

Thierry Neuville was pipped to the Driver’s title, but was instrumental in Hyundai winning the Manufacturers World Rally Championship.

In Corsica, it was Neuville’s turn to win – but only after Evans suffered a puncture in the Power Stage, turning an 11.5sec lead into a 1min 6.6sec deficit,

CarSport

by Rob Wilkins

Sebastien Loeb competed on selected events for Hyundai and will return to the team in 2020. dropping the Welshman to third behind both Neuville and Ogier. With Tänak only sixth – losing the lead on Saturday afternoon after a puncture of his own: he had been 1.6secs up on Evans – the Estonian slipped to third in the standings, now 3 points off Ogier and 5 off new leader Neuville.

concluded the event 15.9secs ahead of Neuville in P2 – despite brake and suspension problems and despite also being challenged by Toyota team-mates Jari-Matti Latvala and Meeke, the latter crashing out in the final test. Ogier was third – his sixth podium from seven events.

Tänak’s misfortune continued in Argentina when a broken driveshaft pitched him into a spin in the final test on day one and promoted Neuville into the lead. The Toyota man then had more misery on day two with an alternator issue forcing him to stop while running second. He eventually finished eighth, but with Neuville the victor, the Belgian extended his Championship tally to 110 points, 10 more than Ogier – who snatched third from Kris Meeke after the Ulsterman had a puncture in El Cóndor. Andreas Mikkelsen was second.

Sardinia was won by Hyundai’s Dani Sordo, 13.7secs up on Teemu Suninen – taking a career-best second for M-Sport Ford – while Mikkelsen bagged third also in a i20. Sordo inherited the victory – the second of his career – when Tänak was slowed by steering problems in the final stage, costing him over 2 minutes and dropping him to fifth. Tänak did, however, still regain the lead in the Drivers’ Championship as Ogier and Neuville had their own issues. Ogier hit a rock and broke the suspension on his C3 in SS5 and was eventually classified 41st, while Neuville was an off-form sixth following multiple problems on day one and being unable to find a rhythm on day two.

Chile was next up and the WRC newcomer was just the tonic Tänak needed, with victory lifting him back to second in the standings, reducing a 28-point deficit to just 10. Despite tricky conditions - with fog and rain on the second day – he bagged his second victory of the year with a controlled drive beating Ogier by 23.1 seconds. Loeb was third, while Neuville suffered a

CarSport

Sebastien Loeb took a number of podium places in 2019.

Sebastien Ogier’s last win of the season was in Turkey, it started to go downhill after that… massive rally-ending crash, rolling his i20 no less than seven times. As a result he scored nil points and slumped to third in the Championship, 12 points behind Ogier. The return to Europe for round seven in Portugal saw Tänak take

his second win on the trot to put him just two points shy of then Championship leader Ogier – although he could have gone in front had he not deliberately slowed in the Power Stage giving up points so as to ensure he would not start first on the road in Sardinia. In the end Tänak

After the summer break, the WRC season resumed in Finland with a fantastic four-way fight for the win between Tänak, Latvala, Meeke and Lappi. Latvala led at the end of day one, but just 2.6secs split the four and it was just as close on Saturday until SS14 when Latvala and Meeke

2019 WRC Champion Ott Tanak

Hyundai’s Thierry Neuville both hit the same rock. Tänak was now more than 10secs in front and while Latvala could continue, Meeke was out and Lappi was unable to match Tänak – although he did take second at the end, 25.6secs shy of the Estonian and 7.6secs up on Latvala. Tänak’s victory was crucial in the Championship race, and with Ogier and Neuville only finishing fifth and sixth, he stretched his title lead from 4 points to a more comfortable 22. Tänak took his third win in a row in Germany – and his fourth from the last five events – heading home a Toyota 1-2-3, it’s first since 1993, with Meeke second and Latvala third. The result further bolstered Tänak’s Championship aspirations increasing his cushion to 33 points, although Neuville was now second after coming home fourth. The Belgian had been right in the mix on day 1, but a puncture in Panzerplatte 1 ended his hopes. Ogier was also left ruing a puncture in the final test on day two that cost him 90 secs, however, he was not in contention to win, running only fourth - 47.8secs off Tänak - prior to SS15. With four rounds to go Tänak was starting to look unstoppable, but then came Turkey. Friday was challenging for the Toyota

Twelve months earlier, Wales proved decisive in Ogier’s run to his sixth title, but this time it would help pave the way for Tänak. Tänak took the lead from Meeke in the final test on Friday, he then proceeded to stretch his advantage from 3.4secs to 11. He eventually won by 10.9secs with Neuville second and ‘best of the rest’ – but winless since April, while Ogier was third and Meeke fourth. The result: Tänak now had a 28 point lead with just Spain and Australia to go. As it turned out, Tänak didn’t need the last event (which would later be cancelled due to forest fires around Sydney) to wrap things up, with a gutsy drive in Catalunya and a superb performance in the event ending Power Stage enough to see him secure the crown after snatching second overall, albeit just 0.4secs up on Sordo. Neuville took the win, while Ogier - having lost around 4 minutes on day one when a hydraulic pipe came loose leaving him with no power steering - was a lowly eighth.

SÉBASTIEN OGIER: HOW HE LOST HIS CROWN – IN HIS WORDS

“My start position was complicated but we fought the whole weekend and I am happy for the points… About the tactics? There is nothing to say, you can’t say you cannot do it…” (Portugal, June 2 2019 – 3rd) “It was clearly my mistake. I just cut a little too much, hit a big rock and broke the steering arm.” (Sardinia, June 16 2019 – 41st)

by Rob Wilkins

man – hampered by being first on the road and then losing over a minute in the penultimate test with a puncture, but it all proved academic as an electrical problem put him out on Saturday morning. Tänak could re-join on day three and did take five consolation points by winning the Power Stage, but with Ogier securing a well needed victory remarkably his first since March, 34.7secs up on team-mate Lappi, while Mikkelsen was third Tänak’s championship advantage was slashed to just 17 points. Neuville meanwhile was only eighth after going off the road on day two and losing 4 minutes.

“I gave it absolutely everything… but even today [Sunday], when I felt better, unfortunately I wasn’t able to do more.” (Finland, August 4 2019 – 5th) “The times just weren’t there and the punctures certainly didn’t help.” (Germany, August 25 2019 – 7th) “We really needed this win - it was much needed for the championship fight. We were quite behind Ott and it is nice to come back a bit close…” (Turkey, September 15 2019 – 1st) “I was always losing a bit of time. Hats off to Ott and Toyota.” (Wales, October 6 2019 – 3rd) “I have no regrets, I tried everything, but this season Ott was simply stronger than anyone else: he deserved the title.” (Spain, October 28 2019 – 8th)

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“What he did on the Power Stage was absolutely amazing. This is a historic achievement: We have a new World Champion,” proclaimed Toyota team boss and four-time World Rally Champion, Tommi Mäkinen. “The feeling was okay in the Power Stage and I managed to push a little bit more,” Tänak said. “I knew that this could decide the championship before Australia. In the end, it was a job well done. “I’ve had to overcome a lot in my career, so it is really nice to finally achieve this. Thank you to the team – they’ve done a great job. This has been the target of my life…”

143 Mill Road, Ballyclare, BT39 9DZ Tel: 028 9332 3999

Stephen Mawhinney Motors.indd 1

CarSport 15/11/2016 12:41

BY SAMMY HAMILL

The domino effect of Tanak’s move to Hyundai… Photos: Trevor Foster / Roy Dempster / Conor Edwards

The knock-on effect of Citroen’s withdrawal from the World Rally Championship could see Kris Meeke without a works drive in 2020.

lame it on Ott Tanak. Rarely can the actions of one driver have had such seismic effect on the World Rally Championship. His decision to jump ship from Toyota to Hyundai after winning the World title sent shock waves through the whole WRC system, triggering the exit of Citroen and putting the careers of as many as half-a-dozen of his fellow drivers, including our own Kris Meeke and Craig Breen, in jeopardy. Tanak’s surprise move to join title rival Thierry Neuville at Hyundai opened the door for Sebastien Ogier to cut short his contract with Citroen and take the place of the Estonian at Toyota; a move which spelled the immediate end of Citroen’s involvement at least a year before their probable exit ahead of the new era of hybrid cars. With manufacturer involvement for 2020 reduced to just three teams, established drivers like Meeke, Breen, Jari-Matti Latvala, Esapekki Lappi, Andreas Mikkelsen, Hayden Paddon, Mads Ostberg etc. were left facing bleak prospects. How did it come to this? How did Toyota contrive to lose the most exciting and, currently, fastest driver in the WRC? Only those on the inside know

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Sebastien Ogier’s public falling out with Citroen resulted in his signing for Toyota.

WRC Champion Ott Tanak will drive for Hyundai in 2020.

the whole story but it seems all was not sweetness and light within the Toyota camp, the engineering side unhappy with what they felt was persistent and unjustified criticism from Tanak. From his point of view he was not just dissatisfied, at times, with the WRC Yaris but with contract talks which had dragged on and on for months. Even a first World title couldn’t persuade him to stay as part of Tommi Makinen’s Gazoo Racing team, especially in the face of a charm offensive from the charismatic Hyundai boss Andrea Adamo. Even if the demands Tanak wanted written into a new contract were, as some have claimed, outrageous, few believed Makinen and, especially, the Toyota hierarchy in Japan, would not find a way to keep him. But it may say something about the atmosphere within the team that when Tanak clinched the World title in Spain with a round to spare it would not be cause for a big party. Apparently they all just went home. Probably they already knew Tanak wasn’t staying; that the relationship had broken down and had no wish to put on a faux celebration. Maybe they already knew Ogier was waiting in the wings. The

A dispute between Tommi Makinen and Ott Tanak is thought to have been behind Tanak’s move to Hyundai

Hoping the rally gods will be good to him in 2020? Hyundai boss Andrea Adamo. six-time champion had become increasingly frustrated and disillusioned with his move back to Citroen. It had not gone as he had hoped and, like Meeke and Breen before him, had struggled to totally master the unloved WRC C3 while much needed development parts were slow to be incorporated into the car. By Rally Germany, an event he dominated in the past but this year was way off the pace, Ogier was already looking for a way out. Power steering failure on day one of Rally GB might have been seen as the final straw but by then Tanak’s exit from Toyota had already been confirmed and the conclusions were obvious. Ogier quickly became part of Makinen’s new-look team with Elfyn Evans also being drafted in and, in a nod to the future, the line-up completed by teenage WRC2 champion Kalle Rovanpera. Why Evans and not Meeke or Latvala? Maybe because they had their chance in 2019 and didn’t make the most of it, failing to help Tanak deliver a second manufacturers’ championship. Or maybe they were not the

of Tanak to up sticks for Hyundai kicked off a series of events which may well have brought Meeke’s WRC career to an end. It has been a roller-coaster career which spanned 17 years, covered over 100 World Championship starts, five victories, 13 podiums and 94 stage wins. Overall the third highest by any British driver after Colin McRae and Richard Burns. He was Intercontinental champion, too, despite having to fight tooth-and-nail for every opportunity he got. Happily married to Danielle and with two beautiful young daughters, he lives in the glorious surroundings of Andorra where neighbours include Breen and close friend Dani Sordo. Life at 40 is not too bad even if he has to say goodbye to the WRC with the dream of becoming World champion unfulfilled. He and the man who first recognised his talent, Paddy Hopkirk, rank as the greatest Ulster rally drivers of all time and while I have no doubt he is not finished with motorsport just

yet, the days of raising our spirits to soaring highs or down to desperate despair as we tracked his every stage time, from Monte Carlo to Australia, are likely to be over. It has been some ride. Breen, I’m sure, isn’t ready to give up on his dream. Like Meeke, he has given everything to establish a real foothold in the WRC. And, like Meeke, his career was damaged by the vagaries of Citroen’s unforgiving C3. Despite lacking Meeke’s ‘X’ factor, he is well regarded by Hyundai and remains on the periphery of their operation, a reliable stand-in when the likes of Sordo and Sebastien Loeb don’t fancy a particular event. Tanak, meanwhile, is taking a high stakes gamble by going into the team of the man who might well have denied him the World title. Hyundai is Thierry Neuville’s team. He has been the undisputed No.1 and was key to bringing them a first manufacturers’ championship. The Belgian has said little about the arrival of the singleminded, taciturn Tanak other than the usual PR spin ‘welcome’. Their rivalry could challenge even Adamo’s fabled man management skills. Yet it seems that relations between Tanak and the Makinen team had broken down to such an extent that the new champion was prepared to make the move. His mentor and advisor Markko Martin spelled some of the reasons in an interview in which he dismissed suggestions the move was motivated by money, said the environment within the Toyota team wasn’t good and made veiled criticism of Meeke and Latvala for the loss of the manufacturers’ title. Former World Champion rally winner Martin said: “Claims that Ott demanded number one status in the team ... there never was such a demand! Speed shows who is first in the team and who is second. Ott was able to win his title and his wins this year [came] without the support of the team. “Sometimes it made me wonder why this is so. Had they had a more sensible approach, the manufacturers’ title would also have been won quite easily. Unfortunately, Ott only had to rely on himself.” He went on to say that while Toyota as a company are heavily involved, Makinen’s Gazoo Racing is essentially a private team. “The decision to leave Toyota was difficult because as a car manufacturer, they are involved in rallying at management level and

they want to do the big and right thing. However, Gazoo Racing is a private team, as is M-Sport. Hyundai can be considered a factory team. Martin refuted claims they had gone over Makinen’s head and negotiated directly with the Japanese paymasters. “The claims that we bypassed Mäkinen and communicated directly with the Japanese are pure lies! The Japanese were at the forefront of all decisions concerning drivers. They had the will to continue with our collaboration, but the team’s management couldn’t convincingly suggest that continuing there was a good plan. In the end, the factory pays money, but they do not deal with everyday life. “Last year there was a small crisis for the team and the environment hasn’t been the easiest. Nevertheless, the result has come and the work has been done. At the same time, it all played a part in our decision. “You have to be happy with the decision you make. That your athletic expectations will be fulfilled and that the people you work with must fit. It’s not cool to go to work if the environment isn’t good or the environment doesn’t want you to be [there]. After all, the decisions made only by money will still not work.” However, money may well have played a part in Ogier’s move to Toyota while still having a year to run on his Citroen contract. Somebody probably had to pay to get him released. But if 2020 is to be his last year in the WRC, as he previously stated, he was determined it would not be at the wheel of a C3 even though Citroen had a series of upgrades in the pipeline. Some had already been tested and approved by Lappi but Ogier wasn’t prepared to take the chance they would solve all the car’s woes. Instead, he seized the opportunity to slot into Tanak’s seat in a Yaris which is widely regarded as the fastest in the championship. Renowned as demanding, a perfectionist, how he will fit into the Gazoo Racing environment which Tanak found so uncomfortable is open to speculation. But, for sure, he will help to raise their game and will be a huge threat to the Tanak-NeuvilleHyundai superteam. Sadly, we may have to watch with interest but from afar with no direct connection for the first time in years.

BY SAMMY HAMILL

type of team-mates Ogier wanted alongside him, two men who would not take easily to playing subservient roles. He and Evans, of course, had two successful years together at M-Sport and the former Ulster Rally winner could be seen as a more stable partner than the faster but more erratic duo of Meeke or Latvala. So while Makinen had earlier been making encouraging noises about extending the Ulsterman’s contract for a second season, the decision

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By William Dalzell

Solberg Signs Off Photos: John Oâ&#x20AC;&#x2122;Neill / Roy Dempster

Petter Solberg and Phil Mills bounce off a snowbank in Sweden â&#x20AC;&#x2122;06

he climb onto the roof took a little longer than it used to. The jump back off it was a calculated one, not a reckless leap. And the co-driver took some persuasion to get involved at all. But as Petter Solberg and Phil Mills celebrated WRC2 success atop a VW Polo R5 on Wales Rally GB, and signed off from top-line competition, the emotions still felt as strong as they did 16 years ago, when they became World Rally Champions. Solberg was a relative unknown outside of his native Norway when M-Sport chief Malcolm Wilson handed him a development contract at the end of 1998. But he was champion in his own country that year, showing progress in an ST205 Toyota Celica as he continued to learn rally craft and build on his earlier experience on rallycross circuits. It was a hard year to join Ford, though - the young pup in an

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Driving for Citroen in Spain 2009 extensive line-up that also include rapid Swede Thomas Radstrom, highly rated French asphalt ace Simon Jean-Joseph and a certain Colin McRae. Oh, and a car that struggled desperately for reliability - not a great trait when you need to build up your knowledge of

WRC rounds. In fact, Petter started his Ford career, on the 1999 Swedish Rally, in an Escort WRC because M-Sport was still ramping up production of the Focus. But when he did get one of the latest-

spec machines, he immediately showed maturity beyond his years. Guided by the canny, ultra-experienced co-driver Fred Gallagher, Petter bagged fifth on his first Safari Rally. It would ultimately be his best result of that first season.

Wales.

Flying high in Finland 2004. There were signs of further progress in 2000, with pointsscoring finishes in Kenya, Argentina and New Zealand. But then came a brutal, mid-season tug-of-love as Prodrive spotted what can only be described as a contractual opportunity and swooped to pinch Petter from under Malcolm Wilson’s nose. His M-Sport career was over, it seemed, signed off by the mother and father of all accidents on Rally Finland. The fallout was colossal - and don’t doubt for a second that it bothered Solberg greatly. I met Petter for dinner in a gastropub near Banbury at the end of his first ‘induction day’ at Prodrive, and while I had steak and chips, he ordered plain spaghetti and proceeded to coat it in Heinz tomato ketchup, just as a 10-yearold might do. His naivety and innocence were charming and worrying at the same time, for he seemed like a boy caught up in an argument between men. It was little surprise, therefore, that it took Solberg the best part of a year - and several more accidents - to clear his head and start getting the best out of the Subaru Impreza. But while the second half of 2001 brought more consistency, and a first WRC podium on the Acropolis, a debut win still seemed out of his reach. Subaru found itself the wrong side of a contractual spat at the end of that season, losing newly crowned World Champion Richard Burns to Peugeot - so Petter entered 2002 with yet another new team-mate, quadruple title-holder Tommi Makinen.

They were an odd pairing, the quiet, often-distant Finn and the full-on Norwegian, who had by now garnered the nickname ‘Hollywood’ because of his exuberant personality - not to mention his moves on the dancefloor at many a WRC after-party. It was hard to envisage how as seasoned a campaigner as Tommi would tolerate the incessant chatter of his younger team-mate, whose boundless enthusiasm could be overpowering if you weren’t in the mood for it. And yet, under Makinen’s tutelage Solberg became a real force to be reckoned with. He was a consistent threat throughout 2002, with points scored in Monte Carlo, Corsica, Catalunya, Cyprus and Greece, and podiums in Argentina, Finland, Sanremo and Australia. Then in Wales, the breakthrough: after a tense eventlong scrap with another fast-rising star, Markko Martin, Petter set a blistering pace through Resolfen on the final morning to hammer home an unassailable lead and claim his and Mills’s first WRC victory. Twelve months later, they would be celebrating again - not only as event winners, but also World Champions. The Solberg title was earned the hard way, through consistency perhaps more than jaw-dropping pace. But also through guile and determination, for Petter had to draw deep on one of his most endearing qualities - the guy simply doesn’t know when he’s beaten. That final round of the 2003

WRC was billed as a cliff-hanger and sure enough, Solberg had to overcome Sebastien Loeb and Carlos Sainz to win the title though not, as predicted, Richard Burns, who fell ill during the recce with the disease that would tragically claim his life just over two years later.

Petter’s time in the Fiesta WRC is remembered most for an astonishing off in Germany, where he slid through a vineyard and felled an electricity pylon, cutting off the power to a nearby village. But while Subaru’s new hero had to show nerves of steel to bring home the victory - and pip Loeb to the title by a single point - his triumph was also down to his ability to tuck away a bottom lip and believe, once again, that he was the best rally driver on the planet. That must have taken some doing in Corsica less than a month earlier, when Petter had binned his Impreza heavily during pre-event shakedown. There was scarcely a straight panel on the car as Petter left the startline - and yet three days later, he’d jump out of the Impreza at the final stage finish a winner, screaming, “First tarmac rally! First tarmac rally!”, before punching another dent in the roof in delight. Those three days of cathartic, flat-out driving were every bit as important to Petter Solberg’s World Championship run as his dazzling display in

By William Dalzell

When the time did come, and Petter exploded with a yell, then hurled Mills’s pacenotes around the inside of the S9 Impreza, it was Makinen - signing off his own WRC career that Sunday afternoon - who opened the Subaru’s door to offer the first congratulations. I doubt we’ve seen such a warm, winning team partnership since. Petter, meanwhile, ran off to vault the barriers and crowdsurf with his adoring Norwegian fanbase. At this juncture, one has to ask a hard question: was that peak Petter? Was that the finest hour of a WRC career that then stretched well into the next decade? Perhaps it was. 2004 brought more victories than the championship-winning season, including a remarkable hat-trick in Japan, Wales and Sardinia. But Loeb had been too strong in the first half of the year, so Petter had to settle for the runner-up spot. He’d do so again in 2005 another mixed year with a couple of victories early on but nowhere near the consistent brilliance of Loeb, who romped to a second crown. What would ultimately be Petter’s final WRC victory would be an unwanted gift, when the Frenchman elected to hand Rally GB to his rival in the wake of Michael Park’s death in Margam Park. But to correctly assess Solberg’s post-championship career, you also have to look at what state the WRC was in in general. Subaru’s star undoubtedly waned in the second half of the noughties, and when the Japanese brand eventually did pull out at the end of 2008, the outcry was far greater than its performances at the time merited. Petter had managed just a single podium finish that season. And even as Subaru’s pace tailed off, Solberg didn’t have many other places to escape to. Wilson and M-Sport were competitive but there was, even in the mid-noughties, too much ill feeling to consider a return there. Peugeot, SEAT, Skoda and Hyundai had all gone by the end of 2005. And Citroen was totally focused, understandably, on the brilliance of Loeb. When Subaru pulled out, almost any other driver at that stage of their career would have called time on things. But

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the plug on its official WRC involvement, leaving M-Sport with little choice but to piece together a hotch-potch line-up of drivers, all of whom could bring substantial funding.

By William Dalzell

So on 4 December 2012, Petter called a press conference in Norway to confirm that, at 38, his time as a WRC regular was up. “I would love to have driven for a few more years,” he said, “but while I have said I’m willing to drive for free, at this point I will not pay to drive.”

Their swansong at Rally GB in an R5 Polo in Mexico, Jordan, Turkey, Bulgaria, Japan, France, Catalunya and Rally GB - enough to end the season third overall in the standings, a long way adrift of Loeb but just two points behind Ford works star Jari-Matti Latvala and a similar margin ahead of Sebastien Ogier’s factory Citroen. For achievement against the odds, it was arguably every bit as impressive a result as the 2003 world title.

Petter and team mate Chris Atkinson prepare for Rally Ireland with a game of hurling.

once again the Solberg drive and relentless optimism shone through as Petter pieced together his own team to contest the World Championship. It’s genuinely hard to think of another single driver of the past 30 years who could have done something similar; Petter became lead driver but spent much of his time working on promotion and sponsorship deals to run a World Rally Car. From 2009, ‘Solberg the brand’ was as important as ‘Solberg the driver’ - maybe more so.

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He was still competitive, too. That Subaru withdrawal meant a part-programme was the best he could do in 2009, but even then, his ancient Xsara WRC was third in Cyprus and Sardinia; then a switch to a more contemporary C4 brought fourths in Catalunya and Rally GB. The Petter Solberg World Rally Team was in full flow for 2010, and a frequent challenger in the WRC’s final season with 2.0-litre engines. Petter scored podiums

Mills bailed out mid-way through 2010 to focus on family and establishing his burgeoning Viking Motorsport rally preparation business, but with Chris Patterson aboard as his replacement, PSWRT carried on, even traversing the regulations change at the start of 2011 to run a Citroen DS3 WRC. That continued presence - the now-vast experience, coupled with world title-winning credentials - was enough for Petter to earn a final, complete season back at M-Sport, as he and Malcolm Wilson buried their grievances and worked together once again in 2012. Petter’s time in the Fiesta WRC is remembered most for an astonishing off in Germany, where he slid through a vineyard and felled an electricity pylon, cutting off the power to a nearby village. But there were more than 40 stage wins and five more podium finishes - including yet another in Wales. By that point of the year, though, there was already little chance of a further season in the Fiesta. Ford had announced in October 2012 that it was pulling

Seasoned observers pointed out that while rallying would miss Solberg, the man himself would miss the sport even more. And sure enough, to help cushion the blow, Petter went back to his roots: rallycross. His spectacular driving style was well suited to the 600bhp rockets at the peak of that sport, and after a learning season in ERX in 2013, he would claim back-to-back World Rallycross titles in 2014 and 2015, becoming the first driver to win FIA World Championships in two different disciplines. A heavy accident two years ago in Latvia, where he broke two ribs and collarbone, forced a hospital visit where Solberg was diagnosed with sarcoidosis. The serious lung condition had started to sap his energy, and while Petter recovered enough to contest the 2018 WRX series, it proved a watershed moment. He decided at the end of last year to stop competitive driving, giving himself 2019 as a ‘farewell tour’. That WRC2 win in Wales, therefore, was a perfect tale - a beautiful way for the Solberg name to sign off and say goodbye. Except, of course, he hasn’t. For while Petter’s pace surprised even the man himself in Wales in October, his 18-yearold son Oliver (already a national champion in Latvia) was setting equally dazzling times in a sister Polo R5. So we may indeed have seen the last of Petter in top-flight rallying, but it seems equally likely that the Solberg name will feature on WRC timesheets for many years to come. You can bet Petter will live and breathe every second of it, even from the sidelines. After all, there’s nothing Hollywood loves more than a good sequel.

Panta Racing Fuel appointed official NW200 control fuel supplier

anta Racing Fuel was appointed as the control fuel for the North West 200 Road Races, supplied and distributed by Euro M-Sport. Panta Racing Fuel has been used as a control fuel for a vast variety of motorsports including British Superbikes, British KF Kart Series, GT4 South European Series and the World Rally Championship to name but a few and now adds the North West 200 Road Races to that prestigious list. Euro M-Sport, a Panta Racing Fuel distributor for over 10 years, are also proud to have become the analytical partner of the North West 200, providing and implementing the fuel testing procedures. The full range of Panta Fuels are available from

Euro M-Sport. Alcon Brakes at Euro M-Sport Whether you compete in the latest state of the art R5 rally car, or are one of the ever growing band of historic rally enthusiasts, Alcon can offer brake bell, rotor and calipers for almost every make of car. The full range is available from Euro M-Sport and a wide stock is available for immediate despatch.

and suspension is available through the sole UK and Ireland distributor, Euro M-Sport. MSUK Approved Euro M-Sport and its sister company Rally Storm are now fully Motorsport UK approved as a rally licence school. Contact Euro M-Sport if you want to get involved in rallying in 2020â&#x20AC;Ś

Samsonas Transmissions and Suspension If the proof of the pudding is in the eating, then Martynas Samsonasâ&#x20AC;&#x2122; trip to the Bushwhacker Rally underlined the strength and quality of his range of gearboxes and suspension. The range covers both two wheel drive (front and rear) and four wheel drive and are widely used in rallying and drifting. The complete range of gearboxes

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By Aaron McElroy

Aaron Johnston – Living with the Solbergs

Photos: Roy Dempster

Oliver Solberg and Aaron Johnston in action on Rally GB in an R5 Polo

Oliver Solberg

he Fivemiletown Spring Rally returned to the calendar this year for the first time since 2016. Taking in eight local stages, Fintona’s Aaron Johnston was looking forward to having his name on the entry list of his local rally. There was just one snag – he was under contract to compete alongside Oliver Solberg. “The forestry hadn’t run in years. It would have been great to

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do a rally that’s just five minutes from home, but I was contracted so couldn’t. But I can’t complain, it’s not a bad situation to be in.” Life at home has been put on pause for 24-year-old Johnston. He’s as familiar with the inside of an airport terminal as he is his own bedroom. In the past twelve months, Aaron and Oliver have competed in Estonia, Latvia, the United States and the UK and switched between their Volkswagen Polo R5 and a Subaru WRX STI. As seasons go,

it couldn’t have gone much better. “At the start of the year I’d no expectations. We’d tested together, but it was our first time competing together and it was Oliver’s first time in a four-wheeldrive or R5 car. We were going out for experience.” “We got to the end of the first stage in Latvia and we were fastest by eight or ten seconds – so it was like, right, let’s see what we can do. We never expected it to go as well as it did, so we’ll try to build on that for next year.” Rewind to just over a year ago, and Aaron was at home when he got a phone call that changed his life. Petter Solberg was testing the Polo R5 ahead of its competitive debut at WRC Spain and the codriver meant to sit alongside him couldn’t do the three-day test. Aaron got the call on Monday evening to see if he’d be on a flight in the morning, but was sceptical at first.

“I was thinking, ‘right ok, what’s this about?’ When I heard it was Petter, I said yeah I’ll be in Dublin Airport tomorrow morning. So I did the test in the works VW in Catalunya and two weeks later Petter scheduled a test for me and Oliver. Oliver decided on the first day that he wanted me in the car and it went from there.” “We did a lot of testing at the end of last year and then again in Sweden in January because our first two events were on snow. We’d done maybe two thousand kilometres before our first event. It was quite nerve-wracking going into competition for the first time, but we gelled well. The big thing is we get on so well outside the car, which is good when you’ve to spend seven months of the year together. I think we’ve a nice balance – we can have a laugh and joke, but be serious when we need to be.” Although Aaron has been competing in night navigations since the age of twelve and as a clubman for years, he still considers himself to be in the early part of his career. In only his third proper season, Oliver is in the same boat. Aaron says

By Aaron McElroy

Oliver with his dad Petter

although it can be an issue at times, it works in their favour. “We’re both at the very beginning of our career. We’re the same sort of age so we’ve similar things in common, but Oliver is six years younger and it can be challenging. He’s more immature so it’s about managing that and letting him have craic when it doesn’t matter and then focus when it does. But I’m not schooling him, we’re working together. I’m not teaching him, he doesn’t need taught because he’s more than capable and that makes it easier.” That’s not to say that Aaron himself is above learning. He says that every event you do is experience under your belt and not a rally goes by where you aren’t picking up a new skill or seeing a different way to do something. He says this is an integral part of staying in peak performance. “It’s never easy no matter how much experience you have. Every day is a school day, there’s so much to learn and I’m still learning. Especially with a young driver because for the majority of the year Oliver was only seventeen so I’d to drive the road sections and read the road book at the same time, which is far from easy.” One of the biggest changes for Aaron this year was adapting to rallying in America. Oliver was

signed with Subaru Motorsports USA for the American Rally Association. Things are done a bit differently across the water in terms of regulations, which can take a while to get your head around. But with help from the team, the intensity was taken out of the learning curve. “Subaru won the championship ten times with Dave Higgins; you couldn’t go to a better team. The team were very influential in our success and helped us with our victories. Plus it’s good to be sitting with a Solberg in a blue and gold Subaru.” “A man that really helped me was John Buffon. He’s won the most rallies of anyone in the world. He’s in his 70s and acts as the team co-ordinator, but still has the same passion that he did at eighteen. He’s a fantastic guy and really helped me this year. He’d reassure me of things and that took an awful weight off my mind.” Aaron’s ability to learn on the go and adapt to different situations this year can also be seen in his sharp rise to the serious end of the rallying world. Up until three years ago, he competed with a draft of local drivers on rallies across the UK and Ireland. It was at that point he made the choice to enrol with the MSA Academy, which led to getting drives with up and coming drivers.

“I got the opportunity to go to Estonia to do the Baltic Championship with a lad from England in an R2. We did that for a year and half and then I got a break with Abu Dhabi Racing and did a French championship with one of their drivers in a Peugeot 208 R2. We did eight events and got one podium. It’s very difficult against French drivers because they know the road and terrain, but it went well and we finished sixth out of over twenty drivers.” “The rules and general itinerary are the same, but when you get a bulletin and it’s in French or Estonian it can be daunting. But Google Translate becomes your best friend and its ok when you’ve a team and there’s someone who can translate.

The best advice I ever got was ‘wherever you go in the world, a map doesn’t change. So just follow the road’

He says this experience was essential to performing at the level he’s at now. It allowed him to get a taste of rallying on the continent and be comfortable working in different languages. It also gave him the chance to sample stages such as Col de

Turini, which despite saying the experience was surreal, left him wondering what it must be like descending in snow and ice because it was daunting enough when he tackled it in the summertime. They say you harvest what you sow, and when the time comes for Oliver and Aaron to do a stage such as the Col, the previous runs could pay dividends. Likewise, and perhaps even more importantly, the co-driver’s preparation before an event is paramount in ensuring its smooth running. It’s a part of the work people don’t see, but it can take up to two weeks beforehand to nail everything down – that workload is compounded when you could have two events that are two weeks and a couple of thousand kilometres apart. “That’s when it gets hot and heavy. Stress is the wrong word because you just have to take it in your stride. If you get stressed you’ll not make it to the top of the ladder, you’ve to stick by your decisions even if they weren’t the best. For a thing like a puncture, do you stop or keep going? Nine times out of ten it’s up to the codriver to decide.” “It happened us once this year when we’d eight kilometres left to go on a stage, Oliver asked should we stop and I said no. We dropped a minute and two seconds on that stage, and our

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By Aaron McElroy

fastest tyre change ever was a minute and twenty three seconds. We saved twenty one seconds but it could have gone either way. If you do the preparation beforehand it takes the pressure away, but it’s rallying and the unforeseen can happen.” A thorough recce is how Aaron gets most of his homework done. He marks lay-bys in road sections where they can check pressures before entering the stage, or distance markers where they should start warming up the tyres and brakes. These things can’t be learned from talking to people, but by getting out and competing. That’s the advice he’d have for anyone looking to give co-driving a decent attempt. You never step straight into an R5 or WRC seat; you’ve to do the years of Civics and all. There are a lot of good Irish co-drivers who deserve a chance, I took that chance I got and gave up a 9 to 5 job which thankfully paid off. For a lot of guys it won’t, so it’s about taking that risk.” “It takes a lot of time and realistically you can’t hold down a job as well as doing international rallies in six or eight countries. I could be in an airport five or six times a week so you just get used to it. I enjoy it, but the worst thing about being a frequent traveller is the people who aren’t. In summer it can be frustrating with holiday makers who are taking their only flight of the year. I’m very lucky that the team takes a lot of the pressure off.” It also helps when there are familiar faces in the paddock. Native English-speaking co-drivers are a minority at the top of the WRC, so there’s a close knit group made up of Paul Nagle, Scott Martin and Sebastian Marshall. In their own way, Aaron credits them all with helping him at different points of his career when he needed advice. “All of them are fantastic, you text them and they’ll respond. We all look out for each other so it’s nice to have the boys behind you. But there’s one man from here who I owe more that I can ever repay. Chris Patterson sat with Petter at the tail end of his career and has been influential in getting me to where I am. He took me under his wing and I’ve learned an awful lot from him. He’s always at the other end of the phone to answer a question or if I need something cleared up. It’s been phenomenal.” Aaron got his first proper experience of lining out alongside his WRC co-driver cohort this

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year, when he and Oliver tackled Wales Rally GB – a high profile event given that it marked the changing of the guard in the Solberg dynasty, with it acting as Petter’s swansong and Oliver’s debut. On the face of it, the result wasn’t a strong showing from Solberg junior. Issues early on halted any hope of a competitive weekend, but there were glimmers of potential they could be proud of when they did have a clean run. “It was a dream come true to compete, especially in a works VW. It didn’t go quite as planned, we had trouble but that’s rallying and you just have to take it on the chin and move on. We were fastest on two of the longest stages of the rally on Saturday morning so that was a representation of what we can do. Ok, we didn’t get the results but the stages times proved something.” Being on the entry list alone did offer an insight into the WRC circus. Aaron left for Wales on the Friday before the rally, having only returned home from America twenty four hours before that. Testing, recce and shakedown were all part of the schedule, as well as the meet-and-greets and autograph signing. He admits the

“It’s like any job, there’s no substitute for hard work and experience. For young guys starting out, that’s the only way to climb the ladder. publicity side of things wouldn’t be his cup of tea but when your driver is the son of Mr Hollywood, it’s unavoidable. “Co-drivers are second class citizens. I’m more than happy to let him sign autographs and take photos; it doesn’t bother me at all. I do have the odd fan, but most would be from Fintona. In Wales we’d an autograph session and everyone came up wanting us both to sign things and get in pictures. The fans are great and he’s got a great following.” “One thing I do like about Petter and Oliver is they’re just like anybody else. There’s no hype and they treat everyone as equal which is a really nice attitude to have. The two of them have never refused a photo or autograph, and that’s the way it should be.” Being around the Solberg family has allowed Aaron the

Fintona’s Aaron Johnston who co-drove for Oliver Solberg on Rally GB

chance to get to know them from both a personal and a professional angle. He’s able to see past the World Rally Championship and Rallycross success and work alongside Petter as a colleague at the rally team. “Of course the first time I got into the car I was thinking he’s a superstar and I’m only from Tyrone. It took a while but now we just work together and it’s not as if he’s superior to anyone else. He’s a fantastic mentor and I can’t fault him. To have his experience and knowledge from years gone by is a massive bonus, but yeah, he’s Petter Solberg.” “The biggest thing is I could be sitting in the house watching Netflix and the phone rings – its Petter Solberg. But when we’re together he’s essentially a manager, for want of a better word, not just toOliver but he’s taken me under his wing. Not just on an event but at home or travelling he’s on the other end of the phone. He’s a legend, but I see him as a friend more than a superstar.” Having the 2003 World Rally Champion as your manager, and his eighteen year old son behind the wheel, there’s little doubt as to where Aaron has his sights set on in the future. Their near-constant success means new goals are always on the horizon. For 2020 they will attempt WRC2, not just to compete but aim for the championship win. This in itself is in no way insignificant but a stepping stone of its own to the ultimate goal of winning at the highest level. Aaron isn’t bragging about this ambition, but he knows they’ve the support behind them to make it possible.

Closer to home however, there is still some unfinished business on the Irish stages. When things settle down on the world scene, Aaron would like to add his name to the roll of honour on Ireland’s most prestigious events. “Before I hang up my helmet I’d like to be Irish Tarmac Rally Champion. The big one for everyone is Donegal but I’d also like to win Killarney. I’ve done it a few times and really like enjoy the classics like Ballaghbeama, Caragh Lake and of course Moll’s Gap. You could win rallies all over the world but you wouldn’t get the same local recognition you’d get for winning Donegal.” Its approaching eleven years since the Solberg name graced Irish stages. Oliver’s uncle Henning steered his Focus to fourth overall on the 2009 edition of Rally Ireland. Aaron says Oliver will come over at some point, but it’s not in his immediate plans. He’s tight lipped on whether they’ll do Fivemiletown together to make up for missing out this year. But in the here-and-now, Aaron is committed to making the most of what lies ahead of him. He’s conscious that very few people will ever find themselves in the situation he’s in. “I have a once in a lifetime opportunity with one of the best young talents in the world. I’ve always wanted to be at this level, but when I started night navigations I never thought it possible. I’ll never forget everything what Irish rallying did for me, and I hope that in years to come I get the opportunity to give something back to the sport.”

Photos: Conor Edwards and Trevor Foster Jamie McMillan with M-Sport supremo Malcolm Wilson

hen Gus Greensmith found himself on the wrong side of a ditch after the flying finish of the penultimate stage on this year’s Rally Turkey, it was the job of a Northern Irish man on the other end of the phone to get him back on the road. In the service area around 30 miles south of the stranded R5, M-Sport engineer Jamie McMillan was trying to diagnose an electrical gremlin that had manifested itself in the car. Although having tested the new Fiesta R5 Mk2 during development, this was the first time Gus had the car out in a competitive setting. The team knew the car was quick, but they were under pressure to prove it. Fastest stage times early in the rally were offset by punctures, but misfortune for their WRC2 Pro competitors meant they were far from out of the picture. “Jan [Kopecky] had a puncture,

so we took the lead on Saturday. The plan then was to drive to the finish with no stress and no drama. Half way through the second last stage there was a small electrical problem in the car and the dash turned blank on them. We were following them on the tracker and they finished the stage, so it was happy days – just one more stage to go.” Gus and co-driver Elliott Edmondson had set a competitive time, and everything was still calm at that point. But the tracker hadn’t moved from the end of the stage and then the next car drove by on screen. Although Jamie felt something wasn’t right, he passed no remarks on it because the system can sometimes lag behind and then correct itself. Then his phone rang. It was Gus. “If he’s on stage and the phone rings it’s not a good thing. My heart started to sink a little and I got quite a, let’s say stressed, call from Gus. The first thing he said wasn’t that he rolled and was

stuck down a ditch – he just told me there were no electrics.”

happened or what state the car was in.

“That’s when the heart starts to race a little bit, at that point it’s just a matter of trying to eliminate what could be causing the problem and try to work from there. The car wouldn’t start for a long time but we diagnosed it over a phone call and just about got it fixed.”

“Malcolm Wilson and Richard Millener came into the office and asked us if we heard what was going on. Gus had just called at that point, so we said we heard- but don’t know exactly what happened. Then we saw the photos and realised he’d been in quite a big accident.”

In the video that shows the car get back onto the road, Elliott can be seen on the phone to Jamie and acting as the link back to base. With the car back on the road, it was a race against the clock to get them to the next time control.

“It was good to see the car was built strong and he was able to carry on and finish. That was memorable for the right reason because we got the result, but it was stressful.”

They were able to change a puncture and make it with a few minutes to spare. Jamie put this down to a combination of luck, determination and unwillingness to give up. The car made it to start of the final stage despite all that, but from the service park, no one was sure what exactly had

By Aaron McElroy

Jamie McMillan – the autotesting M-Sport Engineer

That afternoon in Turkey mightn’t be a typical day in the office for a rally engineer, but it’s part and parcel of the role when you are assigned to work with a driver. You go with them through the thick and thin from pre-event testing right up until the postevent debrief. Since joining M-Sport two years

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By Aaron McElroy

Gus Greensmith in action in Catalunya ago, Jamie McMillan has got to travel the world and support the team in all sorts of engineering roles. At the start of the year, Gus Greensmith asked for Jamie to be his permanent engineer for the season and that’s seen them tackle a WRC2 Pro campaign and do a number of rounds in the Fiesta WRC. This was seen as a massive vote of confidence. “He emphasised that he wanted the same engineer all year to develop a relationship with, someone who’d know what works for him. Gus’s setup can be different to other drivers, so it was important he had someone who knows the best direction to go”. “If Gus isn’t doing an event I’ll get called in to run another

Jamie checks over the damage to Greensmith’s Fiesta R5. That’s fine but when you do a season with one driver it gives continuity and makes it easier for me to plan the calendar. Building a good relationship with the number one mechanic is very

Well known autotester George McMillan is Jamie’s father

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important too. It’s good to have consistency.” It was this connection and experience of how Gus thinks that made the recovery in Turkey possible. Because Jamie is so close to Gus, he knows how to approach him during stressful situations and get the most from him – even when the cards aren’t stacked in his favour. “You’re not always going to agree, but in high pressure situations you tell him what needs to be done and you can argue about it later. There are times when it’s stressed and he can lose his cool, but it’s important to see

through that and ask the right questions. You’ve to ask what’s the problem, what have you tried and then how do we fix it. That was the most important thing that day. It wasn’t easy, but we got through it.”

Jamie’s work for a WRC event begins in earnest around two weeks in advance of the competitive stages. He’ll give Gus a call and they make plans for testing. R5 drivers normally get a test on the Monday before the rally, and do around 100 kilometres of testing. They look back over last year’s event to highlight any particular characteristics they’ve to look out for and what they need to do for the setup. Where they’ve competed before, like in Finland or Portugal, they examine last year’s notes to

“It all depends on the schedule. To be honest Wales Rally GB is one a lot of people don’t like. The alarm goes off at 4am and you’re not in bed until midnight. That’s because of the length of the road sections and the days in general. It’s great to do an event there but you just don’t get much sleep.”

Jamie McMillan hard at work in Catalunya

By Aaron McElroy

This blueprint doesn’t change all that much from event to event. Whether they are competing half way around the world or in Europe, the same preparation has to go into every rally, and the same checks have to be done before they fire up the car. This means that an engineer doesn’t have a “favourite” round in the same way a driver might, but there are some that they look forward to more than other.

“Monte Carlo and Sweden can be quite intense too, but I enjoy them. Then there are the likes of Mexico where you’re guaranteed good weather. You’ve a more leisurely start and finish there, but you do the same mileage. It brings a different challenge but there’s a more relaxed atmosphere.” On the face of it, being paid to travel to these exclusive locations and be around rally cars sounds like a lottery win in terms of careers. That’s true to a certain extent, but Jamie is keen to point out that although he does appear to be in an envious situation, there is a lot more to it than that. “When I was at university it was my dream job to work directly with a driver. So to be making setup changes and running the car, it ticked all the boxes. People hear about the travel and think it’s the fashionable side of motorsport, but you learn that it’s not like that. Some places are nice but it takes it out of you, and you do have to do a lot of work. It’s not as easy as people think. You’ve to be committed to long hours.”

Jamie gets to compete in the occasional autotest when he is not away at a rally see what setups were run, how competitive they were and if they want to try anything new. In between test runs, Jamie and Gus are in direct contact. It’s Jamie’s job to pass on feedback to the mechanics to make setup changes on the car. On top of all this, Jamie took on a number of other roles within the company which saw him work on the Fiesta WRC tests and help with some more of the

organisational and admin roles, such as scrutiny. “I’ve been mega busy. Between doing tests and events I’ve been out of the country for 22 full weekends this year. I’ve enjoyed it. For the WRC they do testing a week before, with Elfyn, Teemu and any customers. This year I’ve basically done all tests, except for Spain because I was supporting the Northern Ireland football

team in The Netherlands.” “From doing WRC tests, I knew how the car worked. So it wasn’t such a surprise when I had to run Gus in it. I knew what to look for in the data and what issues to keep an eye on. The R5 team is smaller and it’s all on your head. In WRC you’ve got more support but more pressure because it’s higher profile. They are two different challenges.”

Having grown up in a family with motoring heritage, it might sound like a cop-out that Jamie would take such a move and make a career out of a passion. But his path was never paved for him. Despite his father George’s connection to the sport, it wasn’t always the obvious step. “Dad has been involved in motorsport since he was a youngster. He did rallying, autotesting and night navigations.

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By Aaron McElroy

I was big into football when I was young and he never pushed me. But I did my own research and found out you could do autotests at 14 years of age.” “I asked a few questions, showed an interest and he was happy to bite the bullet and get me my first autotest car; a Starlet that we still have today. The draw came from there and I got more of an interest in doing motorsport as a job.” From there, he got a Masters in Mechanical Engineering at Queen’s University which led straight to his graduate role in M-Sport. He made the most of his time in education, and took on the role of team leader for Formula Student while in final year. It was an intense undertaking, but one that he says made him very aware of what he was getting himself in for. “Formula Student was hard work. You can do it and say you’ve done it but not get involved in the project. I did football coaching but had to give it up for Formula Student. Unless you throw yourself at it, you’re not doing it or yourself justice. Being able to work long hours

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and show dedication put me in good stead.”

at home, and then a bigger workshop eight years ago. Now he’s working out of Antrim and has a few full time employees.”

And while Jamie hasn’t got the opportunity to get home to do any autotest events this year due to his extensive travelling, he does have the desire to get back to his roots and what got him hooked on the sport.

“He probably has forty-odd cars at any one time. Seventy or eighty per cent would be Porsche and the rest are Ferrari, Aston Martin and then a few Mercedes Benz and Audi.”

In the meantime, his father has continued to compete. He was the reserve driver for Northern Ireland in this year’s Ken Wharton Memorial Autotest, a role Jamie has also held in recent years.

Jamie reiterates that he was never forced to follow in his father’s footsteps, he’s always been allowed to make his own name and he has the full support of his family the entire way.

It isn’t just being the wheel that George McMillan shows his automotive expertise either. He runs a successful workshop in Antrim that specialises in the maintenance and repair of luxury and performance cars. A bit like Jamie’s own path to M-Sport, McMillan Specialist Cars grew from a passion and interest.

“He is really proud of what I’m doing. He’s always been really supportive, there’s no pressure to come back and work in the family business. He’s never been pushy; it was my choice to do what I’m doing.”

“Dad used to work for a Porsche dealer long before I was born, and then moved on to do teacher training with Toyota. He was asked to carry on servicing Porches and he did it as a hobby. He got a small workshop

From the way Jamie talks, you can tell he was never forced to work with cars. His passion is undeniable and infectious. He has a desire to get as far up the ladder as he can, and do the best job he can. And it wasn’t as if he was eased into what he does. His very first event as an engineer was on Wales Rally GB where

he worked alongside soon-to-be rallying royalty Kalle Rovanperä. “That was sink or swim. It was his first WRC event, and it was in a Fiesta R5. He had big backing and Red Bull support and on my first ever event I ended up doing interviews with Red Bull TV.” From that first rally, he’s proven his worth by putting himself forward to do everything he could. He said having a good reputation and getting on with people is how doors opened and he found himself getting asked to work solely with Gus for 2019, which in turn saw him win the R5 category on the Monte, and get to run him in the WRC car on selected events. The next step in the game for Jamie would be to work as an engineer on the WRC Fiesta full-time. Having done a one-year placement with Force India in Formula One, there is the option for him to move across to the other opportunities open to him as engineer, but he maintains he’s happy to be rallying and is keen to see what other adventures he and Gus can get up to in the future.

Breen and Nagle in a Class of their own…

By Kevin O’Driscoll

Photos: Trevor Foster / Roy Dempster / Fergal Kelly / Conor Edwards

Craig Breen and Paul Nagle flying high on their way to Irish Tarmac Championship success up with Craig Breen and Paul Nagle’s entry in a Ford Fiesta R5, the icing on the cake for both motor club and the TROA. A look at the line-up showed a number of drivers more than capable of taking the fight to Breen. Alastair Fisher was making a return after a 16 month break from the sport, the Moffett brothers, champions in 2017 & 2018, were expected Alastair Fisher and Gordon Noble give their Modern Tyres a to challenge strongly rest on the Easter Stages while an interesting entry came from Jon RC regulars Craig for the first time in six years with Armstrong, who like his rivals was Breen and Paul nine stages based around the in a Ford Fiesta R5. Nagle showed their medieval town of Athenry. While Amazingly after the opening class with masterful display the event always attracted quality, stage, a very wet Attymon stage, on the 2019 Irish Tarmac the numbers in recent years it wasn’t Breen who led, with Championship had dropped to the extent that that honour going to the sole Galway Motor Club struggled to world rally car of Garry Jennings, Round 1 – Corrib Oil Galway make ends meet. However with who of course was ineligible for International Rally 101 cars starting from Galway championship points. Fisher, Josh The Galway International City on the Sunday morning the Moffett and Breen were next Rally, which had not run in 2018, trend was most certainly in the up, separated by less than two was back in the calendar in its right direction this year. seconds, but Sam Moffett was traditional slot as the opening already out, slipping off the road round of the 2019 season. The The quality of the entry was midway through the first stage. rally was back as a one day event quite superb; over 20 R5s lined Philip Allen in a new Skoda Fabia

R5 was another to go off the road, but later re-joined under Rally 2. By the first service Breen had hit the front, albeit just 0.3 seconds ahead of Jennings and a further six ahead of Fisher who was really on the pace despite the long layoff. Josh Moffett and Jon Armstrong were next up while further back both Declan Boyle and Manus Kelly were finding the transition to R5 cars was going to take some time. The second loop saw Jennings depart the fray into a drain while battling for the lead, leaving Breen with an advantage of just under fourteen seconds heading into the final service of the event. Fisher was second and had a similar cushion back to Moffett with the gap between Armstrong in fourth and Cathan McCourt in ninth only 40 seconds as the battle raged on. Andy Davies was impressing on his first visit to Ireland to lead the Group N category as he flung his Subaru Impreza around every corner. The last three stages saw very little change, with Breen easing out to a 14.4 second win over the hard-trying Fisher. Moffett

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car, and was just over a minute off the lead.

By Kevin O’Driscoll

The sun came out for the afternoon loop and conditions dried up dramatically although some slippery patches still lurked to catch out those not careful. David Bogie slipped off the road on stage five and as he attempted to extricate himself, Donagh Kelly tried to avoid him, damaging the Skoda’s suspension Marty McCormack and Barney Mitchell celebrate and going no further. success in Cork Josh Moffett hit trouble next when took a relatively distant third place; some the prop shaft broke on the start line of the 33 seconds back while Armstrong, another sixth test dropping him a minute and down driver making a return to the stages after a to eighth place. Breen kept the pressure on long absence, coming home in fourth place. for the remainder of the day and took a 26.6 Desi Henry in fifth place was the only nonlead overnight from Fisher. Cave and Edwards Ford in the top ten after a strong drive in battled for third, with Sam Moffett and Callum his Skoda Fabia. Jonny Greer, Declan Boyle, Devine a little further back fighting it out for Daniel Cronin, Stephen Wright and Stephen fifth place. The relentless pace of the event McCann rounded off the top ten all in Fiesta had seen Barrable and Josh Moffett drop to R5s. A late retirement was Cathan McCourt almost two minutes behind the lead while who damaged the radiator of his Fiesta on the mechanical problems had forced out Meirion penultimate stage while holding seventh. Andy Evans and Daniel Cronin. Davies took the Group N win from William Mavitty while William Creighton was the first The second day’s six stages were about ITRC 3 driver home, taking 16th overall into Breen withstanding pressure from Fisher, and the bargain in his Peugeot 208 R2. this was duly achieved, the winning margin was 22.2 seconds. Cave took third place and Round 2 – Clonakilty Park Hotel West twelve Tarmac Championship points. Sam Cork Rally Moffett finally got the better of Devine as The West Cork Rally was included in the point gained their first scores of the season, BRC for the first time in 2019 and thus while Josh Moffett got past Barrable but was became the first of two crossover rounds cursing his first day’s luck that dropped him between the ITRC and BRC. The quality of down the order. Jonny Greer, Stephen Wright entry was exceptional, with over 30 R5 cars and Cathan McCourt were also in the points in attendance, and any amount of potential after a very tough event. winners. Donagh Kelly who had won the event five years in a row made his long Championship Top 5 after Round 2 awaited debut in a Fabia R5 having been 1 – Craig Breen 34 forced out of Galway before the start due to a 2 – Alastair Fisher 28 testing accident. 3 – Josh Moffett 12 Conditions could only be described as 4 – Jon Armstrong 10 horrendous for the opening test at Ring with 5 – Desi Henry 8 torrential rain and high winds battering the coastline around Clonakilty. Josh Moffett Round 3 – Wastewater Solutions UAC set the early pace as the conditions saw a Easter Stages Rally surprisingly low attrition rate after the first two The third round of the championship took stages amongst the international competitors. the crews to Antrim for the UAC Easter Stages Two of those in bother though were Manus Rally which had fifteen stages over two days. Kelly who damaged his Hyundai’s rear After wet starts on the previous two rounds, suspension when he hit a bank on a slippery the crews were greeted with fabulous spring corner and was forced into Rally 2, and Declan sunshine. However Declan and Brian Boyle’s Boyle who was stopped for almost 8 minutes rally was over after only several hundred with an electrical problem. The rain eased up metres into stage 1, Buckna, as they rolled on the second loop and the roads dried out heavily, fortunately without injury, but the as Breen took the initiative but Desi Henry Fiesta was a sorry sight. Once again it was Josh was out having fallen foul of the same bank Moffett who was quickest out of the blocks Manus Kelly had hit. Just like Galway it was taking a two second lead over Breen with Fisher who was pushing Breen closest with Jonny Greer slotting into third place. However Josh Moffett in third place by the mid-way as in previous rounds it didn’t take long for point of the opening day. Robert Barrable had Breen to respond, moving into the lead by the started well in his hired Skoda but had been end of the second stage at Tardree. The stages overtaken by Sam Moffett. Donagh Kelly was were very fast and short so every single second back in 13th place as he adjusted to his new

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was vital with Breen holding a slim 2.7 second advantage over the younger Moffett brother by service. Jonny Greer, Desi Henry and Sam Moffett completed the top five places, just 11.5 seconds separating the quintet. Alastair Fisher was already rueing a slow start and was 14 seconds off the pace, a big margin even at this early stage and lay in seventh behind Callum Devine. Breen and Moffett were still separated by just 3.3 seconds after the second running of Buckna only for lady luck to frown on Josh again with electrical problems off the start line on stage five which dropped him 90 seconds and down to 19th overall. This gave Breen a relatively comfortable cushion of 12 seconds overnight, albeit with nine stages to come on the second day. Greer had slotted into second place with Henry, Sam Moffett and Devine completing the top five places. Fisher was back in sixth place and over 30 seconds off the pace, the most he had been on any event during the season to date. The second day’s weather was as good as the first and the action matched it with Breen’s pursuers trying to claw back those valuable seconds. However it was Breen who was quickest again on the opening test with Devine coming closest to the Waterford driver’s time. Breen began to manage the lead from the front as Devine, Henry and Greer all swapped times. This had the effect of keeping the margin to Breen relatively small in the event the leader was to encounter trouble. Meirion Evans was having a good run while Manus Kelly was getting valuable mileage as he adjusted to LHD. Josh Moffett lay on the outer fringes of the top ten but all motivation was gone after his earlier problems. There was a scare for Breen in the middle loop of the day when an intercooler problem manifested itself, but fortunately service was close by and the issue got resolved. Behind him Greer, Devine and Henry were still swapping times but with Breen on his way to victory the big scrap was for second overall. This went the way of Henry as Devine suffered steering problems to drop to fourth, while an excursion proved costly for Greer as he finished third, only three seconds behind Henry. Fisher overhauled Sam Moffett for fifth place with Meirion Evans, Josh Moffett and Manus Kelly next up. In Group N Willie Mavitty edged out Andy Davies by just over 20 seconds while William Creighton was the winner of the ITRC 3 category. Championship Top 5 after Round 3 1 – Craig Breen 51 2 – Alastair Fisher 36 3 – Josh Moffett 24 3 – Jonny Greer 24 5 – Desi Henry 22 Round 4 – Cartell.ie International Rally of the Lakes Round 4 brought the Tarmac Championship to the fabulous Killarney stages with Breen looking to extend his winning run and move a step closer to the championship. Sixteen challenging stages lay in wait including the fabulous Beara loop which was being run in reverse for only the third time ever. Another stage, Sheen River near Kenmare, was making

Craig Breen and Paul Nagle Callum Devine put in some impressive performances in 2019 and took top Tarmac points in Donegal

By Kevin O’Driscoll

Sam Moffett, Manus Kelly and David Guest completed the top eight places overnight. Devine was quickest on Moll’s Gap on the Sunday morning to put real pressure on Fisher with the gap closed to just 2.8 seconds. Breen’s lead was out to almost 30 seconds, but an errant deer was clipped on Sheen River which dropped his lead to just over 20 seconds again as Fisher began to push. By the end of the morning’s four stages things had closed between Breen and Fisher to just 14.9 seconds. David Guest was the only major retirement by this point as William Creighton had climbed into the top ten in his place, in the Peugeot. The battle for fourth was still being led by Henry but Barrable and Moffett were only four seconds behind. The final four stages saw Breen hold his nerve as Fisher pushed and the winning margin was just 14.9 seconds between the pair with Devine a further 12 seconds behind. Henry took fourth on the final stage as Sam Moffett’s Fiesta sheared a wheel with Barrable taking fifth place. Manus Kelly was another to retire late on. In Group N Andy Davies turned the tables on Willie Mavitty as the battle intensified. William Creighton was again the winner of the ITRC 3 category and also a magnificent seventh overall. Paul Nagle became the first Killarney competitor to win his home international in the event’s 40-year history. Championship Top 5 after Round 4 1 – Craig Breen 68 2 – Alastair Fisher 50 3 – Desi Henry 32 4 – Callum Devine 30 5 – Jonny Greer & Josh Moffett 24

Desi Henry runs wide on his home event, the Ulster Rally

a return after a long number of years. Moll’s Gap is the traditional opener of course, and where the battle for supremacy starts. Breen took the fight to his rivals from the start on this occasion, opening up a three second lead over Fisher with Henry in third place. Robert Barrable who was the star of the show in 2018 could only manage seventh fastest and fourteen seconds slower than Breen as he still tried to get to grips with the Skoda R5. Ardgroom is a pretty unforgiving stage at the best of times, and when it’s reversed its even tougher as it claimed both Daniel Cronin and Jonny Greer with suspension damage when rocks were clipped. By the first service in Castletownbere Breen held a 12.6 second lead from Fisher with

Devine a further six seconds back. The two Moffetts, Barrable and Henry were separated by only fifteen seconds but already slipping behind the front three. Meirion Evans was another to be forced out with power steering failure. Ardgroom the second time around accounted for Josh Moffett whose troubled season took a turn for the worse when he blocked the stage. Breen continued to keep a tight rein on proceedings and held 25 second lead from Fisher overnight. Devine was proving to be a revelation however as he kept the pressure on Fisher to lie in third overnight, just six seconds behind. The rest of the field were struggling to keep pace with the leading trio and Desi Henry was best of the rest, but over 30 seconds behind Devine. Barrable,

Round 5 – Joule Donegal International Rally Breen was only one win away from wrapping up the Tarmac Championship title, but the lure of winning the Donegal International Rally was too great. He hired a Ford Fiesta WRC to challenge for the win with Declan Boyle, Sam Moffett, Donagh Kelly and Desi Henry all going down the same route. Josh Moffett was hoping to end the run of bad luck by switching to a Hyundai i20 R5 for the event while Devine, Fisher and Manus Kelly & Meirion Evans were expected to be leading the R5 charge. There was a sensation at the end of the opening stage though as it was Devine who led the rally outright having set a stunning time. Fisher and Moffett were also going well as the World Rally Cars didn’t have it all their own way over the opening loop. By the end of the first day the natural order was restored with three WRCs at the top of the field, but Devine was still going strong in fourth place and only 13 seconds off the lead. More importantly, he was on course to score maximum championship points. Josh Moffett and Manus Kelly were next up from the ITRC runners but Fisher had dropped outside the top ten places after a puncture on the fourth stage. The second day’s action was due to start at Gartan but the huge crowd forced the cancellation of the stage so Glen village was the first stage of the day. Devine carried on his form from the previous day to keep Moffett

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Eugene Donnelly gave the Proton Iriz its Irish debut

By Kevin O’Driscoll

at bay while Manus Kelly was being put under pressure by Fisher who needed a strong result to stay in the championship hunt and take advantage of Breen’s ineligibility for points on this round. By the first four stages of the day Devine had almost a minute to spare over Moffett with Fisher up into third at the expense of Kelly. Eugene Donnelly was out in the Proton Iriz but the former multiple tarmac champion was lying outside the top ten as he adjusted to his new car. William Mavitty was in a strong position in Group N as Andy Davies had hit trouble. Eamonn Kelly led the ITRC category by just under a minute from Johnnie Mulholland, both drivers in Ford Fiesta R2Ts. The afternoon loop of stages over Carn Hill and Knockalla saw very little change as Devine consolidated his lead with Moffett still almost a minute behind. With Sam Moffett and Craig Breen out in front there was little point in Devine getting involved in a battle there with championship points at stake, so he was happy to hold third overall. Kelly had moved back ahead of Fisher with the Fermanagh driver suffering persistent transmission problems throughout the afternoon. However with the gap to Manus being only 26 seconds Fisher would be giving it his all on the final day to make up ground. The final day however was tragically shortened when Manus Kelly lost his life on the opening test at Fanad after his Hyundai left the road. It was an accident that shook the rallying community to the core and the event was immediately halted. Manus had made the switch to an R5 car at the start of the year and despite finding it a challenge was very committed to making it work and strongly supported the championship. His untimely passing was an enormous loss to his family and the wider community in Donegal and beyond. The results will show Devine taking top points from Moffett with Fisher in third place but the loss of Manus Kelly will be keenly felt for some time to come. Championship Top 5 after Round 5 1 – Craig Breen 68 2 – Alastair Fisher 62 3 – Callum Devine 47 4 – Josh Moffett 38 5 – Desi Henry 32

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Round 6 – Today’s Ulster Rally The Ulster Rally moved to a one day format for 2019 and was based out of Newry with a very compact route following some criticism of long road mileage the previous year. Breen was within touching distance of the Tarmac title with Fisher the more realistic threat but Devine had a mathematical chance if either of his two rivals failed to finish. Breen wasn’t in the mood for delaying though, and led by the end of the opening loop despite having made the switch from the familiar Fiesta to a Hyundai for the event. Matt Edwards in second place was only interested in BRC points, but third placed Tom Cave was registered for both and his third position was also having an impact on Devine and Fisher’s quest for points. They held fourth and fifth place respectively, more than ten seconds behind Breen. Not so lucky was Josh Moffett who retired after an accident on the third stage while a broken driveshaft put Desi Henry out of the rally. The middle loop of the day saw Breen still hold a relatively narrow lead over Edwards who was comfortably ahead of Cave in third place. Devine was next up as Fisher struggled with mechanical woes that dropped him to the lower reaches of the top ten. Meirion Evans and Daniel Cronin also held top ten positions just behind Jonny Greer with three stages to go. There were no mistakes made by Breen and he and co-driver Paul Nagle took their fifth win of the season to wrap up the Irish Tarmac Rally Championship for 2019 with one round to spare. Matt Edwards took second place while Tom Cave went off the road late on to move Devine into third place and take second place points. It also meant that the runner-up spot in the championship would go into the final round in Cork. Meirion Evans had made the switch to a Skoda Fabia in Ulster and was rewarded with fourth overall just about holding off Fisher who was only nine seconds adrift. Daniel Cronin made sure the long drive from Cork to Newry was worthwhile as he took sixth place overall. Jonny Greer was a late retirement with mechanical problems. William Mavitty could have wrapped up the Group N title on the Ulster Rally, but differential failure meant Andy Davies took top points leaving a winner takes all scenario for the final round with both drivers level on points.

Championship Top 5 after Round 6 1 – Craig Breen 85 (champion) 2 – Alastair Fisher 64 3 – Callum Devine 61 4 – Josh Moffett 38 5 – Desi Henry 32 Round 7 – CB Tool Hire Cork 20 International Rally There was very little at stake in overall championship terms on the final round in Cork, but Callum Devine went to the event as top seed and pre event favourite. With Alastair Fisher absent a decent result would be enough for Devine to take the runner up spot in the championship. Also present were Jonny Greer, Meirion Evans, Daniel Cronin and Cathan McCourt who was making his first championship appearance since West Cork. Devine started strongly and by the fourth stage was over thirty seconds clear of Daniel Cronin as the weather took a turn for the worse with heavy rain falling. Evans was once again out in the Skoda and lying in the top five with Marty McCormack giving the VW Polo R5 its Irish debut. Greer was in trouble early on with transmission woes and over three minutes were lost as his service crew tried to rectify the problem. The fifth stage however saw Devine lose the lead with a broken driveshaft and a comfortable lead had been lost as he dropped to fifth place overall, just over a minute off the lead overnight. Cronin inherited the lead with McCormack (non-registered) holding second place from Evans with McCourt and Devine completing the top five places. The opening stage of the second day saw Cronin lose a lot of time to McCormack but things were worse for Devine as he slipped off the road early on the stage and although he got going again too much time was lost and he was forced to retire. Cronin’s rally ended on the next stage when he went off the road at the first location leaving McCormack in the lead. For the rest of the event McCormack and Evans pushed for the win with McCormack eventually prevailing by just 18.5 seconds. The points haul was enough to move Evans into fourth overall in the championship while Greer recovered from his earlier problems to finish Cork in third place. Eugene Donnelly had his best result to date in the Proton with fourth place overall and David Guest took fifth place in the Skoda Fabia S2000. The Group N title went to Wales with Andy Davies and Michael Gilbey prevailing over William Mavitty who had more differential problems in his Mitsubishi Lancer. William Creighton rounded off a great year and secured the ITRC 3 championship along with eighth overall in Cork. Final Championship Top 5 after Round 7 1 – Craig Breen 85 (champion) 2 – Alastair Fisher 64 3 – Callum Devine 61 4 – Meirion Evans 55 5 – Jonny Greer 45

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Modified Championship: Toner Takes It Damian Toner was a worthy champion in 2019 but David Condell made him work all the way to the final round to earn the title

Duncan Williams won the Irish Historic Championship

he Modified championship saw a strong line-up for Galway and it was pre-event favourite Damien Tourish who justified the tag by winning with over a minute to spare at the end of the nine special stages. Damian Toner was the closest challenger to Tourish and stayed a consistent second place throughout the event. Toner in turn had a minute to spare over Richard Whelan who edged past Tom Flaherty in the battle of the Galway crews to take third place. Donegal driver Columba Heena took fifth place points in his Toyota Corolla. Among the retirements were David Condell and JR McDaid with mechanical issues. The saturated roads on the first morning of the West Cork Rally made life difficult for the crews and none more so than Damien Tourish. The championship leader damaged his suspension towards the end of the first stage and eventually ran in Rally 2, picking up a mere 1.5 points for his efforts. Damian Toner survived a huge overshoot into a driveway on the third stage

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to take top points and move into the championship lead. He was followed by David Condell who, like Toner, was making his first appearance in West Cork. Kevin O’Donoghue is very experienced in West Cork and took 12 points in his BMW M3. Conor McCrossan (Skoda) and JR McDaid (Escort) completed the top five places. The Easter Stages rally was poorly supported by the modified crews with only Damian Toner and Gerard McQuaid scoring points and another maximum haul for Toner was setting him up strongly for the championship. Next up was Killarney and with Toner choosing to miss the event it was a chance for his rivals to take advantage. However not many crews made the trip and scored points, although Condell took full advantage. McCrossan was next up followed by O’Donoghue who was appearing on his local event. Donegal saw a strong line up and Tourish was back again and one of the favourites to pick up top points. This he did on the tragically shortened event but Toner was just behind him and looking very good to take the modified title. Condell wasn’t

giving up though and was beginning to impress with each event as his pace increased. The gap was still less than 20 points and with bonus points available on the last round, it was still all to play for if Toner were to hit any kind of trouble. Gerard McQuaid and Lee McLaughlin on his local event completed the top five registered crews. Ulster was very much in Toner’s heartland and, despite brake problems, was once again top modified driver although Condell put up a great show to run him very close. These were the only championship crews to finish Ulster which meant Toner had a strong lead going into Cork, but if he failed to finish, Condell could take the title. Condell set the pace in Cork as Toner tried to manage the event without taking unnecessary risks, especially on the opening day. Toner then put some pressure on the second day to move into the lead and Condell’s challenge ended a few stages before the finish when his Escort broke its gearbox. Damian Toner was a worthy champion in 2019 but David Condell made him work all the way to the final round to earn the title, after a very competitive year.

Gerard McQuaid took third in the championship with Damian Tourish and Conor McCrossan completing the top five. Final Modified Points after Round 7: 1 – Damian Toner 90.5 2 – David Condell 58.5 3 – Gerard McQuaid 55 4 – Damien Tourish 35.5 5 – Conor McCrossan 35 Historic Championship: Williams Wins It The Historic Championship was well subscribed in the 2019 season with over 20 drivers registering before the opening round, the Killarney Historic Stages Rally. Owen Murphy took victory in his Sunbeam Lotus as he got his title defence off to the perfect start. However it was the last appearance Owen would make until the final round. Cathan McCourt lay second after the opening round but he switched to modern machinery for the rest of the season while Duncan Williams who was the 2018 championship runner up, David Goose and Ray Cunningham completed the top five places.

Damian Toner flying high in Donegal

Cian Walsh was the Junior Champion Galway was Ray Cunningham’s territory and he marked it with a superb performance to take a convincing win. George Cullen had retired in Killarney but took second place ahead of Craig McWilliam with Adrian Kermode next up. West Cork saw Luke McCarthy take the points in his fabulous blue and black Escort, which as his first time competing on the event in 24 years. Ray Cunningham was next up ahead of Duncan Williams to extend his lead at the top of the table with three rounds completed. The UAC Easter stages saw only three crews involved with Craig McWilliam coming out on top ahead of Adrian Kermode and Andy Johnson who lost a lot of time with mechanical issues. The championship had developed into a top three by Killarney with

Williams again finishing on top but Cunningham and McWilliam taking the podium places. Cunningham still had a 12 point lead at this stage, but didn’t go to Donegal where Williams took advantage by finishing top registered driver and taking the championship lead by five points. Andy Johnson and Luke McCarthy were next up with McWilliam taking fifth place to maintain his record of finishing all rounds to date. The next round in Ulster saw McWilliam fail to finish for the first time, while Cunningham was back but had to give best to Williams. Technically all three drivers had a chance of the title in Cork, but Williams was in the strongest position. If he finished the event he would likely be champion regardless

of what his rivals did. As it transpired, Cunningham went off the road on the opening day and McWilliam was a late retirement to ensure the 2019 title was going to England with Duncan as a deserved victor. Ray Cunningham took second place, with Craig McWilliam in third. Manx visitor Adrian Kermode was fourth overall in the standings but his co-driver Paula Swinscoe took the overall co-drivers title in the Historic Class. Luke McCarthy and Owen Murphy rounded the top six places. Final Historic Points after Round 8: 1 – Duncan Williams 87 2 – Ray Cunningham 67 3 – Craig McWilliam 55.5 Junior Championship: Walsh Wins The junior championship was very much a Cork dominated affair with the top three drivers all hailing from the county. Twelve drivers initially registered for the series with Shane Norris leading from Cian Walsh and Cathal Nolan after Galway. It was a different trio who scored points in West Cork with Aaron Browne coming out on top from Mick Lonergan and John Joe Williams. Both Norris and Walsh retired in West Cork as six drivers were separated by only five points at

this stage. None of the juniors registered went to the Easter Stages so it was Killarney next up. Walsh took top points here ahead of fellow east Cork driver Williams as they were the only crews to complete a difficult event. Aaron Browne, Shane Norris, Conor Mullen and Michael Cunniffe were among the retirements. With nobody going to Donegal or the Ulster Rally there were four drivers in the frame for the title on the Cork 20. Walsh was in pole position with 31 points, Williams was next up with 26 and Browne and Norris tied on 17. Norris didn’t enter and with bonus points on offer as well all Walsh needed to do was finish. Browne dominated and took the maximum score on offer, but it wasn’t enough to beat Walsh who concentrated on getting to the finish and take the title while Williams went off the road on the opening stage which ended his championship hopes for 2019. Daniel Hanratty who co-drove for Browne was the overall champion co-driver for the junior category. Final Historic Points after Round 6: 1 – Cian Walsh 49 2 – Aaron Browne 42.5 3 – John Joe Williams 26

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Blockbuster in Donegal

Ken Block’s entry on the 2019 Joule Donegal International Rally polarised rally fans opinions… Aaron McElroy looks at both sides… Photos: Trevor Foster / Roy Dempster / Fergal Kelly

US star Ken Block took his Escort Cosworth to Donegal as part of a European tour

nternet discussions are black and white. There is no grey area, no purgatory and no middle ground. Either I’m right, or you just can’t accept that I’m right. It is a world where logic and facts can be deflected by calling someone a liar and a cheat. On top of all that, if you don’t like it, you can create a utopia of likeminded beings by blocking and ignoring anyone who crosses your path. When Ken Block announced that the Donegal International Rally was to be part of his Cossie World Tour, there was this exact polarisation. In one corner of the comments you had well-wishers and fans. Opposing that were those who saw it as nothing more than a waste of a valuable entry. The scene was set and battle lines drawn as the internet armies took

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to their keyboards in preparation to shed blood in a valiant effort to discredit the challenging side. It must be said that the split was not 50/50. It fell to a strong majority in favour of the announcement, and a lesser but perhaps equally as loud band of critics. That was in February, but as days turned to weeks and weeks turned to months, the initial reaction died down until the entry list was revealed and we were reminded that seeded in the mid-forties was some American/ Italian crew piloting a Class 20 Escort. The arrival of the Hoonigan Racing team to Donegal and a few days of pre-event testing brought warmth to a summer that had been severely lacking. RTÉ was there, Ken made it onto the Six-One (which resurrected an age-old battle in itself) and a shining light was cast on what was billed as a Donegal

International for the ages. Photographers and media crews flooded social media with footage of the rare Cosworth and the personality behind the wheel. For a moment the weapons were dropped and the magic of seeing some petrol-headed action brought peace to the world. This ceasefire continued into Thursday when at scrutiny, crowds gathered to see the unique build. The “melee”, as one photographer put it, was passion in its most natural form. Admiration came from all generations, whether it was to see the four-wheeled feat of engineering, or this crossover between the virtual world and reality. And it was heart-warming to see such an interaction. On Thursday evening, Ken signed autographs and stood for photos at a promotional event in Letterkenny. Following drivers’

briefing at An Grianan on Friday, he again made time for the fans that waited long after the top ten left for the start line. A blistering time on the opening stage cemented the decision on Block. Critics were in short supply and those who backed him were cashing in on the feeling of victory. Anyone who doubted Ken Block’s ability in a car were eating their words and stood in awe that in just over seven minutes he justified his being on the entry. That was until stage two. Smirks wiped from faces in about the same time it took him to find a soft ditch. It was described as an unfortunate mistake that could have happened to anyone – except for the fact it happened to a man who makes a living driving on the edge of control. Like a phoenix from the ashes rose the keyboard warriors.

Ken Block was made an honorary member of the Irish rallying family

From “told you so” to “driving a nail through a bar of soap”, if someone had two-cents to share about Ken Block there was no

holding back. The floodgates had opened. Thankfully, common sense saw the better of most. For every

Ken Block’s video of his Donegal Rally have already received 1.5million hits

negative reaction there was a “When they go low, we go high” response worthy of Michelle Obama herself. People were quick to call out the unjustified comments. The very fair argument was put forward that the same comments wouldn’t be made about any other driver. Of course we’d all like to think we could do better than what’s already out there. If any man wants to give me a run in an R5, from my desk here I’m brimming with confidence that I could beat Callum Devine. Sure haven’t I put in the hours on the Playstation and talked to enough drivers to know how it’s done? The point is that the comments about Ken Block’s performance weren’t coming from those competing; it was coming from the hedgerows and ditches. There is many a quick man who for one reason or another hasn’t made it big on the stages, but for the most part those who can, do; and those who can’t, criticise. There is no questioning that the work Ken Block is famous for – Gymkhana videos – takes practice. It isn’t a secret and everything is carried out in detail to make it look effortless and seamless. But he still manages stunts in fewer attempts than some of us would parallel parking. And he cannot shake that part of his career. But he can, and does, acknowledge that rallying isn’t Gymkhana. It is about getting it right first time and knowing you don’t have a second attempt at every corner. You can tell from interviews that he can separate his showmanship

from his competition. It is almost as if he is professional and knows his way around cars and various motorsport disciplines. And when he did get some competitive mileage on his belt on the Saturday, Ken proved he can control the car. If you discount his lack of seat time in the newly developed car and the fact Donegal tar is like nothing else in the world, the times he did clock weren’t to be ashamed of. If you were to only count SS1 on Friday and the full schedule of Day 2, he would have only been 20.6 seconds behind Class 20 leader Michael Carbin. Spending six stages on Friday morning on the side lines did his overall efforts no favour, but Ken Block showed pace where it mattered. Not just against his class rivals but others in the modified field. Again, this would come with a footnote – the statistics alone don’t account for his lack of experience or how at full potential, his car would outrun most. When push comes to shove, Ken Block is an image, a brand, a billboard. And the highlight of his appearance in the hills was the footage that was put together by his team in the days and weeks that followed. The three videos documenting his time in Ireland have, at time of writing, a combined 1.5 million views. The number of views that originate outside of our own community can’t be calculated but given his international appeal, you could easily argue the majority aren’t local. That means hundreds of thousands of people from across the world have witnessed the appeal of Donegal, they’ve seen the spectacle we’ve got in our back garden, and they’ve caught a glimpse of our own motorsport stars. The video also addressed the passing of Manus Kelly. A quick scroll through the comments can show you just how much it meant to have a global superstar pay tribute to Mandy. It represented the best thing about our sport, that spectators, marshals and competitors are so fundamentally linked like family. Forever now in history, when all else fails in the world of the internet there is a safe haven. Toxicity is left at the door of what is usually such a poisonous place of conflicting views. The claims of wasted entries and publicity stunts were at the very least held in reservation and internet star/ rally driver/ businessman Ken Block was made an honorary member of the Irish rallying family.

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By Martin Walsh

MOFFETT WINS TRITON SHOWERS NATIONAL RALLY CHAMPIONSHIP Photos: Trevor Foster / Fergal Kelly / Conor Edwards / Martin Walsh / Seamus Counihan

Josh Moffett added the Triton Showers National Rally Championship title to his list of victories

or the fifth successive season the Triton Showers National Rally Championship had a different winner, on this occasion, the partnership of Monaghan’s Josh Moffett and Wexford’s Andy Hayes (Ford Fiesta WRC) won the title to claim the respective Vard Memorial Trophy and the Noel Smith Perpetual Cup. They showed superb form all season and with the title decided on the best seven from eight events, they took the laurels on the penultimate round, the Lady Gregory Hotel Galway Sumer Rally. They won six of their seven events, ironically, the Four Seasons Hotel Monaghan Rally, Josh’s home event, was the only event that eluded them, a puncture during the second loop demoted them to second behind former champion Donegal’s Donagh Kelly and his Monaghan co-driver Conor Foley, even

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though Moffett/Hayes made a valiant effort, they had to be content with second spot on that occasion. Former champions Clonmel’s Roy White and his Cork co-driver James O’Brien (Ford Fiesta WRC) took the runner-up spot and while White still awaits that first event victory in a round of the series, his pace went up another notch this season. The chase for third overall went down to the wire on the Westlodge Hotel Fastnet rally where Donegal’s Kevin Eves (Toyota Corolla) did enough to claim the spot, former national championship winning co-driver Askeaton’s Anthony Nestor took third overall co-driver, he competed with Monaghan’s Shane Maguire (Mitsubishi), the pair winning the Motorsport Safety Team Group N award. Eves along with his co-driver Chris Melly also netted the rally. ie award for the top two-wheel drive in overall classification. Elsewhere, Donegal’s JF Shovelin/Emmett Brosnan

won the National Mk. 2 Escort Challenge; Stephen Reynolds/ Derek McCarthy (Honda Civic) won the Triton Showers Junior National Rally Championship; Limerick’s Keith Lyons triumphed in the Group R Championship and Nigel Roche won the Triton Showers National Rally Junior Trophy.

The series had been flagged as the fifth and final year of the Triton Showers tenure, but a surprise and most welcome announcement has led to a sixth season under the Triton banner. The series had been flagged as the fifth and final year of the Triton Showers tenure, but a surprise and most welcome announcement at the awards

ceremony at the Sheraton Hotel in Athlone has led to a sixth season under the Triton banner. Moffett joins his brother Sam and Derry’s Eugene Donnelly as the only drivers to have completed the treble of National, Forestry and Tarmac titles. The Triton trail began in Abbeyleix from where it travelled to Longford, Monaghan, Limerick, Waterford, Sligo, Gort and concluded against the backdrop of scenic Bantry Bay in West Cork. Along with Moffett and White, former champions Declan Boyle and Peadar Hurson began the Triton journey but by mid-season their title challenge was over, albeit for different reasons. ROUND 1: JOSH MOFFETT WINS ABBEYLEIX MANOR HOTEL RALLY Dominating throughout Monaghan’s Josh Moffett (Ford Fiesta WRC) and his Wexford co-driver Andy Hayes took a start

By Martin Walsh

Triton Showers National Rally Championship Awards Night 2019 Martin Walsh and Triton Shower’s Kevin Barrett at the awards night

TRITON SHOWERS TO REMAIN IN NATIONAL RALLY CHAMPIONSHIP Triton Showers National Rally Championship Awards Night 2019

Declan Boyle flies his Fiesta WRC over a Monaghan to finish victory in the Abbeyleix Manor Hotel Rally, the opening round of the Triton Showers National Rally Championship. At the conclusion of the ninestage rally, they finished 24.8 seconds ahead of the Ford Fiesta WRC of Donegal cousins Declan and Brian Boyle. Clonmel’s Roy White and his Cork co-driver James O’Brien, also in a Ford Fiesta WRC, were a minute and 18.9 seconds further behind in third. The Motorsport Safety Team Group N category was won by Donegal’s Michael Boyle and co-driver Dermot McCafferty (Mitsubishi). In slippery Josh Moffett (Ford Fiesta WRC) led Boyle by 2.6 seconds on the first stage with former champion Warrenpoint’s Peadar Hurson (Ford Fiesta WRC) 11.1 seconds further behind in

third. By the completion of the opening loop of three stages that included a fog shrouded third stage, Moffett was 27.2 seconds ahead of Boyle with Hurson and Roy White (Fiesta WRC) next in classification. Hurson, on what was essentially his first rally in some eighteen months (with the exception of a brief outing in Cavan) netted fourth 14.2 seconds further behind. Scotland’s David Bogie (Skoda Fabia R5) and Monaghan’s Sam Moffett (Ford Fiesta R5) rounded out the top six, the latter had a burst shock absorber for the opening loop. Niall Maguire (Subaru WRC) was next in classification. Wexford’s James Stafford (Darrian) won the two-wheel drive category and finished eighth in a top ten completed by Donegal duo Joe McGonigle (Mini WRC)

The Irish National Rally Championship received a major boost at its awards ceremony at the Sheraton Hotel in Athlone with the unexpected announcement that Triton Showers are to remain on as title sponsors for the popular series. Making the surprise announcement, Kevin Barrett M.D. Triton Showers stated that they will continue their association with the national rally championship into 2020 marking a sixth consecutive season as title sponsor for the popular series. “It was something that happened at the last minute really. We felt that we just couldn’t walk away and leave the championship without a sponsor. When Declan (Tumilty, chairperson of the national championship committee) informed me that there was no sponsor on-board for 2020, things took on a new dimension and it all happened very quickly. I set up a conference call with our people in Triton UK and gave them details of the package that we could go forward with and, in fairness, they went for it straight away. It all happened in about a week.” The announcement was greeted enthusiastically. “Yes the response was great but sometimes these things can be embarrassing to be honest as we were finished after the five years and we went to Bantry as our final event and carrying on next year wasn’t on the cards. But things change and we are delighted that it happened. I know that Declan (Tumilty) and the committee have some exciting ideas for 2020 and

it would be a shame that these ideas wouldn’t be fulfilled. You need to introduce new ideas from time to time so we will keep pushing on.” “Fantastic” is how Angela Henehan, chairperson of the Motorsport Ireland Rallies Commission described the announcement. She added, “Kevin Barrett gives so much more to rallying besides the Triton Showers sponsorship. It is great to have him on-board again. Kevin is also very aware of the importance of all the competitors. Relatively speaking, it costs the competitors at the back of the entry as much as those at the top. Next year, we are going to be looking at how to reduce costs for the clubman competitors.” The 2020 series will consist of seven rounds with the best six scores to count. The series will continue with it usual awards including The Motorsport Safety Team Group N award; the rally.ie two-wheel drive award; the Triton Showers Junior Championship, the National Mk. 2 Champions, the Group R, Historic and the Micky Farrell award. The series will begin with the Mayo Rally in early March and will conclude with the Donegal Harvest Rally in October. There will be three rounds in Munster, two in Ulster and one each in Leinster and Connacht. The 2020 Triton Showers National Rally Championship will consist of the following events: Round 1: Mayo Rally (March 8) Round 2: Circuit of Kerry (April 5) Round 3: Carlow Rally (May 10) Round 4: Cavan Rally (May 24) Round 5: Tipperary Stonethrowers Rally (August 9) Round 6: Clare Rally (September 13) Round 7: Donegal Harvest Rally (October 10)

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By Martin Walsh

Kevin Eves had another successful year in his Twin Cam

followed. Moffett went on to win and also netted the additional Triton point from the Power Stage. White was second and Hurson, eleventh after the second stage, made a fine recovery to secure third. Stafford won the two-wheel drive category and Devine (Mitsubishi) won the Motorsport Safety Team Group N category - 19.1 seconds ahead of Monaghan’s Shane Maguire, also in a Mitsubishi. The Junior category (Class 16) was won by Stephen Reynolds/Derek McCarthy (Honda Civic). ROUND 3: KELLY WITHSTANDS MOFFETT CHALLENGE TO WIN MONAGHAN RALLY

Padraig Egan in his S14 Impreza WRC

In a dramatic final loop Donegal’s Donagh Kelly and his Monaghan codriver Conor Foley (Ford Focus WRC) withstood the strong challenge of Monaghan’s Josh Moffett (Ford Fiesta WRC) and Wexford’s Andy Hayes to win the Four Seasons Hotel Monaghan Rally, round three of the Triton Showers National Rally Championship by a margin of 5.7 seconds. Clonmel’s Roy White and his Cork co-driver James O’Brien (Fiesta WRC) were 27.1 seconds further behind in third. Over the final loop of

Roy White

Paedar Hurson and Kevin Eves (Toyota Corolla). Donegal’s Michael Boyle (Mitsubishi) won Group N and victory in the Junior category went to Clare’s Michael Hamilton/ Shane Byrne (Honda Civic). ROUND 2: JOSH MOFFETT MAKES IT TWO FROM TWO IN TRITON SERIES Moffett/Hayes (Ford Fiesta WRC) took a start to finish victory in the Longford based Admore Air Conditioning Corp Midland Moto Rally, the second round of the Triton series finishing a

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minute and twelve seconds ahead of former champions Clonmel’s Roy White and his Cork codriver James O’Brien, also in a Ford Fiesta WRC. Warrenpoint’s Peadar Hurson and his Monaghan co-driver Damien Connolly (Fiesta WRC) were 48.9 seconds further behind in third. Boyle retired on S.S. 4 when his Fiesta WRC collided with a chicane bale that damaged a front wheel. Moffett arrived at the final service with a lead of a minute and one second over White, who spun on the sixth stage. Stafford and Hurson

stages, Donagh Kelly withstood the challenge from Josh Moffett and was actually quickest on the final stage to claim the additional Triton bonus point. Shane Maguire and co-driver Anthony Nestor (Mitsubishi) won Motorsport Safety Team Group N category. Cavan’s Jack Brunton (Honda Civic) and his co-driver Daragh Kelly won the Junior category. ROUND 4: MOFFETT WINS LYONS OF LIMERICK CIRCUIT OF MUNSTER Taking the lead on the third stage Josh Moffett (Ford Fiesta WRC) and his Wexford co-driver Andy Hayes won the Lyons of Limerick Circuit of Munster Rally. They finished 21.1 seconds ahead of the Ford Fiesta WRC of Donegal cousins Declan and Brian Boyle. Clonmel’s Roy White and his Cork co-driver James O’Brien were 24.2 seconds further behind to complete an all Ford Fiesta WRC top three. Donagh Kelly (Ford Focus WRC) was quickest through the opening stage - 4.8 seconds ahead of Moffett, who had gear issues with Boyle 3.6 seconds further behind. Boyle was best on the second stage that was curtailed when Donegal’s Declan Gallagher crashed his Proton Iriz R5. On the longest stage of the rally, S.S. 3, Moffett set the fastest time to move into a 4.8 second lead over Kelly with Boyle third followed by White, who had a major moment on the third stage when his Fiesta WRC went sideways into a hedge. Out on the second loop of stages Boyle set the best times

By Martin Walsh

Michael Boyle pushes on hard in his Evo.

on all three stages to share equal second with Kelly and close to within four seconds of Moffett. Kelly’s rally ended on stage seven when the throttle spring broke and jammed open forcing his retirement. Moffett went on to claim his third win of the campaign, he also won the Power Stage. Donegal’s Paul Reid (Ford Escort) won the two-wheel drive category. In Group N, Tyrone’s Niall Devine (Mitsubishi) took the spoils with Donegal’s Michael Boyle edging out Wexford’s Tomas O’Rourke on the final stage to claim runner-up. Derry’s Jordan Hone (Opel Adam R2) was an emphatic winner of the Junior category. ROUND 5: MOFFETT WINS RAVEN’S ROCK RALLY Moffett/Hayes tightened their grip on the Triton Showers National Rally Championship with victory on the Waterford based Kilsheelan Limestone Quarries/ Dooley’s Hotel Raven’s Rock Rally. They finished 18.3 seconds ahead of title rivals, Roy White/ James O’Brien, also in a Ford Fiesta WRC. Wexford’s Richard Moore (Ford Escort) and co-driver John McGrath were a distant third -

two minutes and 55.6 seconds further behind. Monaghan’s Shane Maguire (Mitsubishi) and his Limerick co-driver Anthony Nestor won the Motorsport Safety Team Group N category. Meath’s Brian Brady/Gary McNamee (Honda Civic) took a facile victory in the Junior category (Class 16). Moffett went on to take his fourth win of the season. White’s second loop issues ultimately cost him a shot at victory but he was fastest through the Power Stage to secure an additional Triton point. ROUND 6 MOFFETT WINS SLIGO TO CLOSE ON TRITON TITLE With victory of the FAAC Simply automatic/Sligo Park Hotel Rally, round six of the series, Monaghan’s Josh Moffett and his Wexford co-driver Andy Hayes (Ford Fiesta WRC) edged closer to clinching the Triton series. They finished 23 seconds in front of Roy White/ James O’Brien, also in a Fiesta WRC. Belfast’s Jonny Greer and co-driver Kirsty Riddick (Ford Fiesta R5) were a minute and 35 seconds further behind in the third. Donegal pair Kevin Eves/Chris Melly (Toyota Corolla) were the top two-wheel drive finishers and an impressive fourth

overall. Monaghan’s Shane Maguire (Mitsubishi) won the Motorsport Safety Team Group N category. Donegal’s Ryan Moore (Honda Civic) won the Junior (Class 16) category. ROUND 7 MOFFETT WINS TRITON SHOWERS IN GALWAY SUMMER RALLY Monaghan’s Josh Moffett and his Wexford co-driver Andy Hayes in a Ford Fiesta WRC won the Triton Showers National Rally Championship courtesy of their start to finish victory in the Lady Gregory Hotel Galway Summer Rally, the penultimate round of the series that was based in Gort. They finished 37.2 seconds ahead of the Fiesta R5 of Tyrone’s Cathan McCourt and his Cork co-driver Grace O’Brien with Maynooth’s Ian Barrett and codriver Paul McGee (Subaru WRC) 49.8 seconds further behind in third. Moffett went on to secure victory along with the Triton title and the Vard Memorial Trophy. McCourt and Barrett completed an unchanged top three. Kiernan in fourth was an impressive winner of the two-wheel drive

category, however, his principal rival Kevin Eves crashed on the final stage. Shane Maguire (Mitsubishi), who was eighth overall won Group N and clinched the Motorsport Safety Team Group N award. The Cavan/Roscommon duo of Jack Brunton/Daragh Kelly won Class 16. ROUND 8: KELLY WINS FASTNET AS CURTAIN FALLS ON TRITON SERIES Donegal’s Donagh Kelly and his Monaghan co-driver Conor Foley in a Volkswagen Polo GTi R5 won the Westlodge Hotel Fastnet Rally in Bantry, the final round of the Triton Showers National Rally Championship. They finished 37.1 seconds ahead of the Ford Escort of Donegal’s Damian Tourish/Domhnaill McAlaney with Welsh pair Mel Evans and Patrick Walsh in a Skoda Fabia R5, 50.8 seconds further behind in third. Donegal’s Kevin Eves (Toyota Corolla), who was eighth overall did enough to clinch third overall in the Triton series, along with his co-driver Chris Melly, they also won the rally.ie award (top two-wheel drive) within the eight round series.

CarSport

By Aaron McElroy

Grilled Mackeral

Derek Mackeral with his Opel Adam

here’s no shortage of silverware or crystal in the front room of the Mackarel household. Every cabinet, window sill, and horizontal piece of furniture has a trophy of some sort on it. Among them are the National Night Navigation Championship and National Autocross Championship awards. In his ever-humble tone, Derek Mackarel jokes that they are two trophies rarely seen beside each other. Contrary to how things might look as he throws the now-famous red Nova around the forests in giantkilling performances, there’s a calmness and easy-going carry on about Derek Mackarel. But the determination is one and the same. Even just talking about what he wanted to achieve in 2019, you can tell that he has a one-track mind. “This year we set out to try and win the junior section of the Irish Forestry Championship. It was the last year that my car was eligible so the plan was to go out and try to win it. The other goal was to compete in a tarmac rally, which we did to a certain degree.” Having been on the pace for

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the past few years, he finally strung together enough top results in Class 16A to secure the title with a round still to go. Not only that, but he also found himself swapping stage times with some of the top two wheel drive cars in the process - something Derek knows came from many seasons of plying his trade. “The Cork Forestry in 2014 was my first ever rally. Spending five years in the forests has been a great experience and has left me knowing I’ve the speed, allowed me to build on it and bring myself up to a better level. I’ve come on in massive leaps and bounds since then. My first day was a complete learning curve in finding out what way I could take the stages and how to attack corners.” “I’ve come up to the level at the moment where I’m taking a relatively underpowered car and being able to mix it with the top two-wheel drives. There’s been numerous occasions were we’ve been knocking in top times, which to me is one of the proudest achievements to my name – to say a Nova is beating the top Escorts in the country.” His knack for the woods isn’t something picked up off the ground. Derek’s father Andy was the first ever Irish Forestry Champion back in 1990/1991

when it ran as a winter season and was class based – and in a Nova no less. His mother Janice is also no stranger to competition. “I was always going to follow him into the woods. When I was younger he was competing and I knew it was something I enjoyed and wanted to join in on. There’s a relaxedness, so you can bed yourself in. If you go to tarmac rallying, it’s 100 per cent serious. You can make one small mistake and that’s it over down a field, but in the forestry you can make millions of mistakes and get away with them.”

His drives did catch the eye of a certain World Rally driver, and sparked a relationship the envy of any competitor. Anyone who has seen Derek in action, or indeed witnessed some of the heroics of the in-car footage, knows he doesn’t take it easy and is often tempting fate. He justifies this by putting it all down to the car, and his desire to get every inch of performance out of it. “It took a lot to get to

this level. It took a lot of understanding and learning of setups. In the past 12 months we’ve drastically changed the handling of the car to make it easier to drive. But it’s still not easy compared to when I drove the Opel Adam R2 this year. That car could be driven one -handed to get results, and then to get the most out of it you’ve to attack it. I’ve to always attack when I get into my car.” He makes the attacking style work to his advantage, by using the in-car camera to highlight the effort he puts in. Two videos in particular have drawn over 2,000 views each on YouTube and he’s made a name for himself in many ways. He said people talk about him now and are on the look-out for him and the car, something he thought would never happen. And it isn’t just here at home that his name is on people’s lips. Perhaps not exactly going viral, his drives did catch the eye of a certain World Rally driver, and sparked a relationship the envy of any competitor. “It all came about from the Moonraker in 2018. I was top junior, 4th two-wheel drive and 11th overall in the Nova. I put up the in-car - that’s the famous one where I’m called an eejit and get hit with the pacenotes - and Craig

and it’s just great to see the way he goes on. One of the best opportunities I got was to go to Belgium with him. It gave me a chance to see the professionalism and how he and Paul work. It’s these nitty gritty things that are incredible to see - like the detail in the notes, going over the in-car, and how Paul never let the time card out of his hand all weekend.” Another aspect of Derek’s career, one that is still in its infancy but already showing its worth is the Motorsport Ireland

sport and what it takes to be a champion. It’s all a development course. PR is a big thing too. You can be the best driver in the world but if you aren’t promoting yourself you won’t get sponsors because they won’t see the benefits. And you need those to go rallying.” “We also get the chance to drive an R5 car and learn about the different settings to make them handle differently. The ultimate goal is to get one of those cars because they’re incredible. To do an event or

of a second counted. I raced against Patrick O’Brien and James Wilson, you just have to look back through the results sheet of the last 20 years and you’d have almost every top driver there.” From there he graduated to quarry sprints. This was Derek’s first foray into Motorsport Ireland competition, and a move he knew he had to make to keep progressing. A new championship was established as he made the switch, so that became his focus for two years. In his second year he managed to win the championship outright.

championship in one would be a dream come true.” Of course it comes as no surprise to many that Derek has found himself in this situation of vying for fastest stage times, lifting championships and getting involved in development academies. Even from a young age, there was never any doubt that he’d find his way behind the wheel. “I was driving from as far back as I can remember. I taught myself out the back in an old car, any chance I got I was driving. After navigation trials, the cars would be washed and I’d take them down the lane to dry the brakes, I’d take any chance with two hands.” “When I turned twelve I went for the Alltrak championship. That really stood to me, because you learned about corner speed and set up at a level where every tenth

“I won my first national championship when I was 18, and I remember being in Dublin to collect it and watching Stephen Wright lift the Billy Coleman Award. I said to myself I’d like to get my hands on that. Whether it’ll come true or not is beyond my control, but I’ll work to it.” Derek is fully aware that to progress to the top of the sport you need to be capable and comfortable on both sealed and loose surfaces. Having made his home on gravel, it was decided his debut on tar would be made on his home event. Despite being shown on the entry in a Civic, he crossed the start ramp in the red Nova. “It was great to come to Monaghan and have an entry for my local stages rally. It didn’t work out with the car I wanted, but it was a car I was still comfortable with. It was a great learning curve

By Aaron McElroy

Breen watched it seemingly. I was talking to Sean Hassett and he told me Craig could be in Spain or France and say ‘Did you see the times he’s putting in with the Nova?’, and him doing an event! When I heard that I couldn’t believe it.” The pair eventually met at the Motorsport Ireland Awards last year, and Derek was left in disbelief about what heard on that day in Dublin. “It wasn’t a long chat but basically he told me I was the next man coming behind him in the sport. I told him go away

Derek Mackeral getting over last ounce of speed out his Nova in the forestry chmpionship that I didn’t believe it, but he was adamant, he said I was the man with the speed. I was speechless to hear that coming from him but I knew it meant I was doing something right.” From then on, Craig and Derek have been in regular contact. Craig was let in on the plans for 2019 and helped out with tyres and sorting out the paperwork for hiring the R2 car. This assistance isn’t something Derek takes for granted and he’s very aware of the unique situation he’s in. “Craig has been a massive help to me this year. He’s been the best thing I’ve come across and I couldn’t believe that it was him who came to me and not the other way around. But I know I have to give him space, he’s pushing for a world championship drive after all.” “The deals he’s putting on in the background are unbelievable

Rally Academy. Funded through the Team Ireland Foundation and former Tarmac Champion John Coyne, the Academy features the up and coming talent of the rallying world and gives them

“Driving is actually such a small part. I’ve never thought of that before, and now I’ve to think of my fitness, meal plans and improving pacenotes. an opportunity to develop their skills that will take them further through the sport. Derek was eligible through his nomination for the Billy Coleman Award in 2018, and says he’s learned so much more about the

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By Aaron McElroy

Derek Mackeral receives his award at the Monaghan Motor Club annual prizegiving.

to see the pace you need to bring to tarmac. I was very happy with the result I was getting, I didn’t get it at the finish because of engine trouble in the last stage but that’s another story.” “It wasn’t too bad making the switch but it took a lot of getting used to. Braking points changed but corner speed was much the same. The style of how you went around was different and I didn’t have to attack as much, so it was a lot smoother.” In the same way as sampling tar, he put the experience of driving the Opel Adam as something that had to happen. Derek is realistic in that to consider going to the British Rally Championship or further afield you need to be in a homologated car, where the different in pace is only in the driver. “Getting into the R2 was a big thing. I was glad Jordon Hone did Cork. I know he didn’t get the result he wanted but it was good to have the battle and see where my pace was. I showed I could jump into the car and be quick. I showed pace.” “I was also fit to put myself up against Josh McErlean and William Creighton. They are often fighting for top two-wheel drive stage times, so to be able to push and be thereabouts was encouraging for my first time in left-hand drive.” This again circles back to determination. Derek sets a goal and works to it. Everything he does is in an effort to push

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himself forward. Away from large support teams that some crews might have, is a handful of close-knit family and friends who work for a common goal. Take for example getting the car ready for an event. It’s all done from the family’s own workshop, which has its own benefits and drawbacks. “It’s good and bad.If something isn’t right mechanically, I know what to look for. I’m always thinking about how to make the car quicker. But then in prepping for rallies I don’t spend enough time on pacenotes, sleep and getting into the right frame of

“To be thinking I could go to France or Germany and have all those things ahead of me is mad – but I’ll take it with both hands.” mind which will be a big part of my life going forward.” “I wouldn’t be where I am today without my parents around me. They are always backing me, making sure I’m in the right mindset. Mam is great in that way. Dad makes sure all comes together on the day, from driving down the road, to loading the car, fixing it and whatnot.” Often the co-driver can be forgotten about, or blend into the background to play a supporting role to their driver. The co-driver

is an integral part of the team dynamic, but as a successful co-driver once told me, “your job is to be heard inside the car and not outside”. But much like James O’Brien’s instantly recognisable tone, Muireann Hayes has made a name for herself as much as Derek from the in-car – although more for her reactions to what she’s put through. The pairing ended this year when Muireann moved abroad but Derek only has fond memories. “Muireann sat with me for the first time in 2015 and from then it’s always been her or her brother. I’d good craic with her this year and got to know a side to her I didn’t know before. She knows when to push me on and when to pull me back. The biggest thing is she makes me feel comfortable in the car even though I scare her. It works.” “There’s good trust. If you don’t trust someone you can’t commit. I trust her 100 per cent and there’s no issue whatsoever. When you ask her to do something she’ll do it, she’d a great impact on me and will be dearly missed.” It wasn’t just in the Nova that Derek and Muireann excelled. They also cleaned up in Night Navigation Trials, taking the national title two years in a row. Again, like most of what Derek did, he followed in his father’s footsteps to become a force to be reckoned with in the discipline. “He was a four time national champion, and now things have

swung round that we’ve two back to back and some are saying that we are for the win any time we’re out. It’s a great stepping stone. I started off navigating for two seasons but had the ambition to drive”. “It has helped me build into rallying more. It got me used to how to drive on the road and judge conditions. You’d go down one lane and its mud and the next is stone, so you discover the grip levels and judge yourself and your pace to suit.” Muireann’s departure left a vacancy in the passenger seat, and left Derek with the task of finding a replacement. He says he didn’t know how to go about it or approach people, but thankfully found success with the first man he asked - Conor “Bobo” Boylan. “He said yes at the time to do the Monaghan Stages. There’s no issues, drama or messing with him. To have his input is a good help. He’s passionate about rallying and going hard and I’m happy with what he does.” Conor may be on-board for the next adventure but with 2020 on the horizon, things are still being worked out. Derek is reluctant to share what plans are in place or where he hopes to be, but he says things are in the pipeline and regardless of where he goes, the Nova needs work done if it’s to see more action. Further ahead into the future though, he has a bit more of a blueprint –or desire at least. Reeling himself in from everyone’s dream of competing at the highest level of the World Rally Championship, he doesn’t think the ERC is out of reach. “WRC is everyone’s dream. There’s a lot of hype but you need a lot of money. You need millions, and I don’t have millions; I don’t even have thousands. The ERC is more realistic, if you got to that level it could open doors for you.” I ask him what 12-year old Derek sitting on the start line of his first Alltrak event, or Derek doing his first forestry in 2014, would make of what he just said. How would that boy behind the wheel react if you told him he could be going to the ERC? “He’d never have dreamt it. I always just wanted to go rallying. I never thought about the future, it was always about being in the here and now and going rallying. and speed to get to the highest level possible, the only thing Derek Mackarel might be lacking is storage space for every trophy he intends to win along the way.

Photos: Roy Dempster / Fergal Kelly

By Kevin O’Driscoll

2019 Valvoline Motorsport Ireland Forest Rally Championship Review

Cathan McCourt on his way to winning the 2019 Forestry Championship in his R5 Fiesta

he 2019 Valvoline Motorsport Ireland Forest Rally Championship began in February with the traditional opener, the William Loughman Memorial Forestry Rally hosted by Carrick on Suir Motor Club. Next on the calendar was Limerick MCs Forestry Rally based around Rockchapel in north Cork in early March. The classic Moonraker event promoted by Munster Car Club was next up in mid-April, before a trip to Donegal for their forestry event five weeks later. The Jim Walsh Cork Forestry Rally in mid-July was a two day event that counted as a championship double header before the final round at the Enniskillen Lakelands Stages in early September concluded the championship for 2019. As always the series was very well supported and it was encouraging to see the J1000 class grow even

more this year with ten crews appearing on the Cork Forestry Rally. Round 1 – Willie Loughman Memorial Carrick on Suir Forestry Rally A very strong line-up assembled at the start of the Carrick on Suir Forestry Rally which saw over 80 cars start the event. The six stage event was daylight only this year, although the weather conditions were tricky with rain and fog prevalent during the day. Garry Jennings made the initial running on the opening stage in his Impreza WRC S12, but it was Marty McCormack who moved into a lead he was never to give up after the second stage. Late entrant Andrew Purcell was the only one who came anywhere near McCormack but eventually had to settle for second place. Jennings and Moffett took third and fourth place respectively. Patrick O’Brien was a retirement after breaking a TCA early on, while Cathan McCourt

got off to a bad start when an accident damaged his brakes, suspension and steering. However he fought back well to move into eighth place by the finish. David Crossen and Aileen Kelly had been having a fantastic battle with Shane McGirr and Liam McIntyre in the battle of the 2WD cars. However a puncture and suspension problems put Crossen’s Escort out and it was McGirr’s Starlet who prevailed. The Junior Championship saw Josh McErlean prevail over Derek Mackarel for top points after a great battle. The J1000 series saw eight drivers start the event and Reece Pollock came out on top from Kyle McBride and Peter Beaton in second and third respectively. Round 2 – Limerick Forestry Rally A cold morning turned even bleaker once the 00 cars hit the stages and in a short time blizzard-like conditions hit the area. The first stage saw a number of crews go off the road

including championship leader Marty McCormack who ditched his Skoda Fabia. Only some of the cars got through stage two before it was decided to stop the event for safety reasons and Keith Power and Mark O’Sullivan were declared the winners when the results were finalised. This moved Michael Carbin and Conor Mohan who were classified as second overall into the championship lead after two rounds. Round 3 Moonraker Forest Rally It was a red letter day for Cathan McCourt and Barry McNulty when they took victory on Munster Car Clubs Moonraker Rally. It was the pairing’s first ever win on the Valvoline series and brought them back into the championship running. The eight stage event brought about its share of retirements with Garry Jennings, Barry McKenna, Patrick O’Brien and Conor McCourt all failing to finish. Cathan McCourt led from the second stage to the finish as leader after stage 1;

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By Kevin O’Driscoll

Barry McKenna put his Fiesta off the road on the second test. McCourt had over a minute to spare by the end of the event from Niall Henry and Damien Duffin in their Citroen DS3 R5. A trio of Mitsubishi Lancers completed the top five placings in the hands of Donall Sweeney, Joe Hegarty and Michael Carbin respectively. A brilliant drive from David Crossen netted him sixth overall and top 2WD in his Escort as he overcame the challenge of Shane McGirr’s Starlet by just 23 seconds. Their rivals Adrian Hetherington and Michael Conlon both retired from the event. Derek Mackarel and Muireann Hayes had a great run to win the junior category while Kyle McBride took a second win in a row in the J1000 championship in his Toyota Aygo. Round 4 Donegal Forestry Rally 18th May Cathan McCourt didn’t have long to wait to get his second win in the series as he made it two on a row in Donegal. Once again it was a comfortable win of over a minute from Niall McCullagh’s Mitsubishi. Patrick O’Brien had been going well and was lying in second place at one point but brake problems encountered just before service couldn’t be cured and he was forced out. Niall Henry was another to retire when he rolled his Citroen on the second stage. McCullagh then inherited second place where he remained till the end. Conor McCourt took his first ever podium position as he edged past Joe Hegarty while Michael Carbin completed the top five to maintain a slender lead at the top of the championship pile. David Crossen had another excellent drive to sixth place which moved him up to fourth overall in the championship while Gary Kiernan also showed good pace on his return to the woods. Derek Mackarel was once again top junior finisher while Shane Kenneally took another class 16 in in his junior category. There was no stopping Kyle McBride as he took a third win on the trot to close in on the J1000 title. Rounds 5 & 6 Jim Walsh Cork Forestry Rally After two months of a break it was back to the action for the Jim Walsh Cork Forestry Rally for the only two day event in the series. Each day was a counting round and would go a long way towards deciding the destination of the

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David Condell won Class 14

Marty McCormack and Barney Mitchell in the Fabia

him take enough points to be crowned champion with one round still to go. Michael Carbin had a fine finish in the top ten but was no longer able to catch McCourt in championship terms. Niall McCullagh was in third place while Conor McCourt moved into fourth place at the expense of David Crossen who lost ground as a result of not being able to start the sixth round. Joe Hegarty was another to non-finish and dropped to sixth place in the championship as a result. David Condell took top 2WD points while Kyle White was top scorer in class 16A after Mackarel dropped a lot of time to finish second in class. Brian Brady and Kieran Lynch were the top finishers in Class 16. Kyle McBride took the J1000 title after a fantastic year where he won each round bar the first round, and in that instance he finished runner up. Overall Points after Round 6 1 – Cathan McCourt 2 – Michael Carbin 3 – Niall McCullagh

Michael Carbin finished the championship in runner up spot

title. Sam Moffett made his first appearance since Carrick on Suir and was one of the favourites while Barry McKenna, the runner up in the championship, was another to make a return to the series. A fierce battle raged between the pair throughout the opening day which was the fifth championship round with McKenna just edging Moffett by only 3.5 seconds. James Wilson wasn’t championship registered this year but was making his R5 debut in a Hyundai i20 R5 and finished third. Cathan McCourt finished fourth on the first day and this moved him into a clear lead in the series. David Condell was top 2WD at the end of the round just ahead of Crossen who was forced to retire from the event overnight due to mechanical issues and therefore missed the sixth round. Shane

McGirr was another to retire on the opening day but was ready to tackle the Sunday stages. Derek Mackarel was out in an Opel Adam for the first time and was the winner of the 16A class in the juniors, just ahead of Jordan Hone. Brian Brady and Shane Kenneally were the top two home in Class 16. The J1000 championship was all but wrapped up in favour of Kyle McBride as he took yet another win in his Toyota Aygo. Overall Points after Round 5 1 – Cathan McCourt 76 2 – Michael Carbin 73 3 – Niall McCullagh 72 The second day saw Moffett overtake McKenna to win the rally outright and take top points for round six, while Cathan McCourt’s fourth place saw

91 79 72

Round 7 Enniskillen Lakelands Stages The championship was decided in overall terms by the last round but a strong entry still assembled in Enniskillen for the Lakelands Stages Forestry Rally. The event was won by the non-registered Desi Henry after a good battle with Sam Moffett. Moffett encountered some mechanical issues near the end and backed off to conserve the car but still took top points which gave him third overall in the championship after a tiebreak. New champion Cathan McCourt took third to round off an excellent season in fine fashion. Michael Carbin also secured the championship runner up spot after another top ten finish. Niall McCullagh and Conor McCourt tied on 78 points with Moffett but were classified fourth and fifth overall in the championship. John Gordon took the class 13 while David Condell took class 14 as Shane McGirr and David Crossen both retired on the final round. Shane Kenneally was the winner of Class 16 in the juniors with Derek Mackarel annexing Class 16A. Overall Points after Round 7 1 – Cathan McCourt 97 2 – Michael Carbin 81 3 – Sam Moffett 78 4 – Niall McCullagh 78 5 – Conor McCourt 78

Colm Reid, Ritchie Dalton, Joe O’Brien, Ray Fitzpatrick

The team from On the Limit Sports

Colm Reid, Barry McNulty, Cathan McCourt, John Naylor, Ray Fitzpatrick

Colm Reid, Kieran McBride, Kyle McBride, Mick O’Brien, Ray Fitzpatrick

Colm Reid, Aileen Kelly, Patricia Denning, Pat Kearly, Ray Fitzpatrick

Photos by Lorcan Barron, Catherine Groves, Gavin Woods

Forestry prizegiving

Cathan McCourt and his team.

Colm Reid, Derek Mackeral and Ray Fitzpatrick

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By Conor Edwards

Jon Armstrong - Planning World Championship action in 2020

Photos: Conor Edwards / Roy Dempster

Jon Armstrong on his way to victory on the Down Rally in the McGeehan Rallyhire Mini WRC.

ermanagh’s Jon Armstrong is one of Ireland’s current crop of talented young guns making waves in motorsport. As a youngster, Jon drove his off-road gokart from dusk to dawn and then once he learnt to drive at the age of 8 he got his first car which he drove around the fields near his home in Kesh. At the age of 13, Jon began competing in rally sprints in a Vauxhall Nova 1.2 and won the junior class 3 times. The Nova was swapped for a Fiat Stilo Abarth and Jon went on to claim second in the class four rallysprint championship. After this he upgraded to a Ford Fiesta ST and won the class four rallysprint championship in 2010 at the age of 15, two years later Jon went on to start his career in rallying. Starting out with a lane near your home to competing in a DMACK supported R5 Fiesta in WRC Germany and Spain,

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was this a dream you had driving up and down the lane, had you a master plan at that point in your life? It was something I always dreamed about, but at that age I was just enjoying learning to drive a car on my uncle’s farm. Eventually you start to push more and more, I would try things I was doing in computer games on the farm lane in my little Corsa, it worked out (most of the time). I had no real master plan at that point, my path in motorsport really was a snowball effect as I was able to show speed and we made sacrifices as a family to keep making small steps up the ladder. Aghadowey and Moneyglass Alltrack events allowed you to get behind the wheel of a competition car (a 1200 Nova) and gauge your speed against other 12-17-year olds. Would you recommend these types of events for other drivers looking to progress in rallying? Absolutely, I still look back at

the years I spent doing Alltrack events as some of the best years of my life. It really is very affordable to compete there and the venues are fantastic for learning how to drive a car on the limit in competition. There were some really close battles in the junior class and I was really happy to win the junior championship on 3 occasions. I also went on the win a few of the rallysprints overall in a Fiesta ST against 4wd machinery which felt fantastic. It certainly is the place to go at a young age to learn and see if you have the raw ability. You also competed at Alltrack events in a Fiat Stilo, this was the first time in left hand drive, was this deliberate to get you used to sitting in the left hand seat of a rally car? Was there much of an adjustment to make? Yes, you could say this was us looking to the future and making the shift to LHD at an early age which I believe made a big difference once I got out on proper stage rallying. We

had accessed some other local drivers who made the switch to LHD in their 20’s and it seemed to be more difficult for them, so making the change at 15/16 was ideal. It took a bit of getting use to that is sure, but you get there in the end. I have been driving a LHD car on the normal roads since I was 18 with the view of always being ready and match fit for opportunities. 2013 on the Ulster Rally you set the stages alight with an overall stage fastest time on the second stage or the rally. Placed inside the top 5 throughout the first day were you driving at a comfortable pace across the first day or flat out from the start? The pace on the 2013 Ulster was a bit of a surprise really, I was still learning my trade on stage rallying that year and I was always learning. I had been focusing a lot pre event on my tarmac driving style as it had not been the best on the previous round (Jim Clark). I had just started making my own pace notes which meant

The Northern Ireland Rally Championship in 2015 Robert Duggan and yourself went toe to toe for the ‘Drive to Wales’, for the chance to compete in a DS3 R3 in Rally GB. Duggan pipped you for the prize drive, when you look back at that battle what are your thoughts, is there anything you would have done differently or anywhere you could have pushed harder? I would have made sure to finish every event as I would have won the championship comfortably. Every rally we finished, we beat Robert. It was a big battle that year, but I did feel like I had the slight upper hand, just inconsistency was my downfall again. An issue with the car on the Circuit of Ireland left us with no points and a small off on the Tyrone stages saw us with no points also. I think it brought both of us on as drivers and I learnt a lot there, but I also knew the pace could be improved with more understanding of setup and improving my pace notes. In 2015 the ERC came visiting on the Circuit of Ireland, Noel O’Sullivan, your co-driver and you were competing against some of the best European emerging talent that year. Unfortunately, a mix up leaving a tyre control saw you pick up a penalty. Without that penalty you would have been leading the ERC contenders after day one, was this a massive disappointment for you? That was one of the best performances I have had, It was heart-breaking for it to be taken away from us with a mistake like that. Let’s just say there

were tears from both sides of the car. But I had to get on with it and focus on the next event and fully stand by Noel. The focus very much had to go onto the next event, however with budget issues our focus turned more to the NI championship that year and I had to wait until 2016 until I could show my best form against some of the best international drivers again. 2015 was a tough year, people don’t always see the struggles people in motorsport face from the outside, but sometimes it can be really challenging for the drivers and their families. In 2015, my brother and some of my extended family ran my car and there was some really long nights and long drives

you are driving a rally car? How close are the sims to reality? I use sim practice to train before real rallies to gain seat time and train muscle memory as well as work on car setups. There is a wide variety of games out there but I mainly play with DiRT Rally 2.0 and some times Richard Burns Rally. These feel very authentic and realistic to drive. I think eSports is a great way for someone to get into competitive motorsport cheaply, but also anyone can get the buzz of driving a rally car in their bedroom by playing rally games. It is a very popular way for motorsport fanatics who cannot afford to do

Jon Armstrong hopes to get back to some WRC action in 2020 to events like Latvia, Azores and Spain for them. It really started to get difficult at times and those are the things people don’t see or realize. They just see you on an entry list and then see your stage results. How does the sim driving and the eSports keep you match fit? Do you have a routine to keeping your up your skills level for esports? eSports is a really tough challenge in terms of the competition, to reach the top 1% of drivers in the world you need to put in a lot of time training, some drivers play up to 8 hours a day. When I started doing eSports competitively it was to fill the void of not competing in real life and my determination meant I would put in the hours practising until I could match the times of the best drivers in the world. I put in a lot of effort in 2018 to become the World Champion in eSports and in 2019 I was the vice champion which I am also proud of. It is great to show that real rally drivers are able to make the cross over into the virtual world. How does the esports/ sim practice help you when

motorsport in real life to get that buzz. What is it like working with the game developers, what is the input you have to the game physics and how much goes into the game re-creating reality – is there an example of development of the Dirt game that you could talk about that you have specifically worked on? Working in a gaming studio has been a big learning curve for me as it is much more complex than you could ever imagine. It takes so many talented individuals and different departments to work together over a long development cycle to produce the final product. I specifically work alongside the game design team, we are responsible for designing the game, what features are going to be in it, what game modes, what cars, what locations etc. But I also work alongside all the other departments as a consultant because of my real world and sim racing knowledge. For example I work with the car handling team to refine the physics. One of the things we did was balance how

the tyre models felt on gravel in the rear wheel drive cars. I also do a lot of work with the level design team on making sure the stages feel good to drive on and help produce the pacenotes. What are your plans to compete in 2020? For 2020 my plan is to be back in the World Championship in some format. There are two options we are currently looking at and we will hopefully be able to pull one of them off. It is very difficult putting together a proper program when you are in a position like mine. Basically I have two options, either forget about top level rallying and do one or two clubman events a year on my wage or I can try hard in the background to get back into the top flight. I have been working hard on improving myself as a person, I am a much more confident and centered person now than I was 2-3 years ago. This has helped me meet new people and gain new contacts. I have been lucky to find a manager for my real life rallying who is putting in a lot of effort, without that, I would have no chance, it is so hard getting sponsorship and budget on your own. That being said, we are always looking to offer my services to new potential sponsors. It really is about what value-add you give to a company and I look at the many ways I can do this other than by just putting a sticker on the side of the car.

By Conor Edwards

I had more confidence and consistency. We had also made the car really soft to give me confidence in the wet and we had made a good tyre choice. There were some moments along the way and unfortunately my lack of experience saw us roll on the second day, but at that age you need to get onto the pace and then learn to be consistent. When you are 18 you have less fear, probably because of your lack of experience also, so it is easy to take risks. Now I am more calculated in my approach. I got awarded the Pirelli Star Driver award for that performance which I was really proud of.

Will you also continue to compete in esports, how do you see the world of esports and real rallying/racing coming closer together (adoption of esports drivers by teams, winning prize drives etc). I am not sure if I will continue to do eSports competitively like the world championship. It takes a lot of time and hours of practice to be a winner and I am only interested in winning. If things come together for real rallying next I probably won’t have time to do eSports but I will certainly use sim racing to train with and enjoy it. I enjoy making games at codemasters and I believe eSports will continue to grow more and more. I’m sort of an ambassador for the crossover between real rally and virtual rally so I will continue to do that to the best of my ability. I think 2020 will be one of my most exciting years yet!

CarSport

By Graham Balham-Curry

Wright on the money! Photos: Roy Dempster / Fergal Kelly

The 2019 NI Rally Champion Stephen Wright in his R5 Fiesta

he Championship kickstarted with round one held at Kirkistown Race Circuit. After what can only be described as a dramafilled day, Stephen Wright and Keith Rainey proved that they were the men to watch by powering their Ford Fiesta R5 to the finish line, 6.2 seconds ahead of Darren and Nathan Gass in their Skoda Fabia R5. Third was secured by father and son team, Derek and Mark McGeehan, in their Mini WRC. Round One: Kirkistown Derek McGarrity and Kieron Graffin set the pace in their exMartin Cairns Ford Fiesta WRC and simply annihilated the field on the opening stage with an eight seconds clear lead against rival Wright. The pace was on and Wright had a couple of spins which dropped him down the order and Gass incurred a 10 second penalty for cutting a corner. However, all was just about to change as the crews lined up for the start of stage four. The heavens opened and rain transformed the conditions. Many of the front-runners were caught out on the wrong tyres, including rally leader McGarrity who caught another car and seemingly

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The father and son team of Derek and Mark McGeehan. Mark is the 2019 NI Rally Champion co-driver.

Martynas Samsonas set the championship alight by almost winning the Bushwhacker Rally in his Euro M-Sport backed BMW.

He entered the final test with 4.8 seconds in hand over Darren Gass. Another solid run ensured that the Newbliss man secured victory as well as maximum points in the McGrady Insurance N.I Rally Championship! In the two-wheel drive battle, it looked as though Keith White and Paul Mulholland were edging away with this category win until the rain struck. The crew were caught out on the wrong tyres and instead allowed the reigning two-wheel drive champions, James and Heather Kennedy, to claim category victory. White eventually finished second in the category while John Devlin and John McCarthy were third ahead of Fintan and Cormac McGrady. Round Two: Bishopscourt

dropped 25 seconds to the fastest time which was set by Stephen Wright. Derek was back on form throughout stage five and set another fastest time to lead the event by 5.4 seconds. But with

one stage remaining, disaster struck in way of flames being spotted under the bonnet of the Fiesta WRC as he returned to his service bay. McGarrityâ&#x20AC;&#x2122;s exit put Wright in prime position for the rally win.

It was a difficult day for competitors at the McGrady Insurance Stages Rally as weather showed mixed conditions and made tyre choices difficult in the Co. Down venue. However, it didnâ&#x20AC;&#x2122;t stop Derek McGarrity and Sean Topping leading the event from start to finish, eventually claiming the win by an impressive 13.4 seconds from Mark Massey and Eathan McColgan. The event started dry but slippery as McGarrity continued to set fastest times over stages two and three but with the arrival of

The Group N Category win was secured by Colm McFall and Ronnie Craig aboard their

Mitsubishi Lancer. Round 3 The Eakin Bros Brian James Trailers Stages hosted round three. Desi Henry and Liam Moynihan who took the lead in their Skoda Fabia R5 from the start. Even after a trip up a bank caused some panel damage to the front of the Skoda on stage two, they never looked back as they powered to a 14.1 second win over Callum Devine and Brian Hoy. Callum Devine and Brian Hoy claimed second overall after an early battle with Philip Allen and Mark Kane. Allen was mostly using the event as a confidence builder after struggling to become accustomed to his previous car. He admitted the Hyundai was working better for him and he was battling for second overall. Reigning N.I Champion Derek McGarrity was in a big battle for the final podium position. The results from this round placed him second overall in the championship standings while Derek and Mark McGeehan headed the tables. A big battle for the final podium position developed over the closing stages between reigning Northern Ireland Champion McGarrity as well as two-wheel drive pilot Ryan Loughran. However, it was Kevin Eves who sprung a massive surprise in his Toyota Corolla to take third overall as he pulled out all the stops on the final stage Round 4: Down Rally After a three-month break the fourth round got underway in July. Reigning World Rally Esports Champion, Jon Armstrong, secured victory at a sensational Carryduff Forklift Down Rally. Along with co-driver Niall

NI Historic champion Drew Wylie

O’Sullivan, the Fermanagh driver mirrored some of his success in the virtual gaming world by taking victory aboard his debut run out in a WRC car which was prepared by a McGeehan Motorsport. Armstrong proved his pace in the MINI WRC and looked set to challenge for the lead during the second loop of stages when he got a puncture during the fourth stage, also that same stage saw second-placed Meirion Evans lose six minutes with a puncture. Luckily for Armstrong, the time loss was not too severe but still placed him at the bottom of the top 10. Early leaders Jonny Greer and Kirsty Riddick were forced to retire with mechanical problems. By this point Armstrong had recovered to second position, just six seconds adrift of new leaders Stephen Wright and Liam Moynihan, with Daniel Harper and Chris Campbell set at third. In the end, Wright had to settle for second overall but in doing so, he claimed maximum Championship points. Armstrong worked hard to bring it back and win. In third position, Daniel Harper and Chris Campbell were the best of the Protyre Motorsport UK Asphalt Championship crews. Their Mini WRC is one to watch and it never missed a beat as they powered to another podium position. For former N.I Champion Stuart Biggerstaff, it wasn’t to be his round. He had raised a few eyebrows on what was his debut with a left-hand drive car. He had hired the Fiesta R5 from McKinstry Motorsport and had been right in the hunt but had to drop out with power-steering

troubles on stage nine which were unable to be resolved. It didn’t dampen his spirits as the beaming smile at the finish of every stage was evidence that he thoroughly enjoyed his day. In the battle for two-wheeldrive honours, Damian Toner and Barry McParland put in a scintillating display aboard their Ford Escort MkII. They were never outside the top 10 and eventually powered home to a seventhplaced finish with a comfortable margin over their two-wheel-drive rivals. Second-place was claimed by Camillus Bradley and Crawford Henderson after early holder Wesley Patterson went out of the event with a broken crown wheel and pinion.

By Graham Balham-Curry

rain it mixed up the field. Derek and Mark McGeehan held an early second position but they dropped to third after they selected the wrong tyres and struggled with some mechanical issues during a wet fourth stage. Massey and McColgan revelled in the wet conditions allowing them set the fastest time on stage four, placing them in second overall while McGeehan dropped to third. This was only the second rally Massey had competed in using a left-hand drive car and with a sequential gearbox but that didn’t let him stop him and his confidence grew securing him second overall behind rally winner McGarrity. Derek and Mark McGeehan managed to hold onto the final podium position in their Mini WRC claiming third overall for the second event in succession, placing them in a strong position in championship terms. Championship leader after round one, Stephen Wright, had a testing day aboard his Fiesta R5 he knew something wasn’t right with his car over the opening stage which he later discovered it was in front-wheel drive. His service crew managed to trace the problem and restored it to fourwheel drive, although he didn’t have a working handbrake. Competing in the top 10 were top two-wheel drive exponents James and Heather Kennedy. Their tussle for 2WD went right down to the wire with them eventually claiming the win by one-tenth of a second. Kyle White and Alan Purdy pushed hard as he could and came in a close second to rival Kennedy. John Devlin and John McCarthy picked up third overall.

Round 5 Lakeland Stages At the start of the midpoint of the season, round five saw the battle beginning to heat up and a three-way fight for the crown was developing between Derek McGeehan, Derek McGarrity and Stephen Wright. The Trailer Parts and Spares Lakeland Stages Rally saw Portglenone man Desi Henry and Damien Connolly win the fifth round in their Ford Fiesta WRC after taking the lead from stage two in this Enniskillen based event. At this point, Desi had only contested two rounds of the series but had won both of them. As for his navigator Connolly, this victory was to mark his first ever win on a gravel round of the Northern Ireland series. Sam Moffett encountered some intercooler pipes disconnecting after a heavy landing over a Ballintempo jump. He dropped precious seconds on the stage to his rival. The problem was later fixed but he had to settle for second. McGarrity in his Fiesta had to exit the event during the second loop of stages when he broke a rear arm in the car. Wright now held second in the championship and closed the gap to the series leaders Derek and Mark McGeehan. The McGeehan crew arrived home in 12th after a day which saw a brief visit to a ditch. However, it was a puncture on stage three which really dampened their hopes but they did enough to maintain the top spot in the series standings. In the two-wheel drive category, David Condell and Paul Kelly nabbed the victory despite some early drama that saw them

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By Graham Balham-Curry

stall during stage two. They dropped around 10 seconds but kept their heads cool to eventually claim the category win by 28 seconds from John Gordon and Thomas Wedlock. Ruairi Maguire and Grace O’Brien took third in the category with their Corsa. Round 6: Bushwhacker Rally Round six took competitors near Omagh for the McKelvey Asbestos Bushwhacker Stages Rally. Desi Henry struggled to match the pace of his rivals during the early stages as he was running first on the road – a disadvantage for the Fiesta WRC pilot as he lost time sweeping away the loose gravel. He managed to crawl back from as low as sixth overall after the opening two stages to regain a rally lead with co-driver Conor Mohan with just two stages to go. This Omagh Motor Club organised event saw Lithuanian visitors, Martynas Samsonas and Mindaugas Varza, driving their four-wheel-drive BMW E36. They were fastest from the outset, astounding their rivals with a string of fastest times. However, things didn’t go to plan for them and due to mechanical issues from a blocked breather pipe which was fixed for the final stage, Samsonas went on to seal the runner-up position. Martin Cairns, Jock Armstrong and Stephen Wright all entered the final stage tied for fifth overall but it was Armstrong who went on to claim the position. Wright finished ahead of Derek McGarrity and Derek McGeehan who were all vying for the title. McGarrity was having persistent misfire issue with the Fiesta. Although M-Sport had looked at it, they still couldn’t find the source of the problem. Adrian Hetherington and Shane McGirr had a real ding-dong battle during the day in the twowheel-drive category. It was a case of Escort versus Starlet, with both going into the final stage with exactly the same time! However, only one crew could win and it was Hetherington who went on to secure the category trophy by three seconds. His navigator Gary Nolan was over the moon with the result, while McGirr and Denver Rafferty had to settle for second. Round 7: Tyrone Stages With only two rounds remaining, the series was really heating up with a handful of drivers still in with a chance of taking the overall crown.

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Kyle White won the NI Junior title.

Anything could happen with Stephen Wright, Derek McGeehan, Derek McGarrity and Desi Henry all fighting for points at the MJE Wheel Repair Specialists Tyrone Stages. Kenny McKinstry and Niall Burns were first to succumb in their Fiesta R5 after a broken steering rack caused them to retire on stage four. Then Derek and Mark McGeehan joined them on the sidelines when their MINI WRC developed some engine problems after the sixth stage. However, their championship hopes were still very much alive. The Fiesta WRC of Desi Henry led the event and was equal fastest on the opening stage with both McGarrity and Wright before powering in front. Henry lost precious seconds with spins and overshoots. Eventually, it came back to bite him hard and a spin on stage 10 saw him drop to fourth overall. The battle between Derek McGarrity and Stephen Wright for the lead looked initially as though McGarrity was out of the hunt due to receiving a penalty but that penalty was later scrapped, putting him back in front. In the end, he took the win in his Fabia R5 over Wright by just two seconds. Coming home third overall, it was the second year in a row that Moira’s William Creighton and Liam Regan claimed a podium position at this event. The 21-year-old driver used the opening stages to settle into his Fiesta and get the hang of it, but once he did he was really on the pace toward the latter half of the rally, even managing to set some fastest stage times. James and Heather Kennedy, along with John Devlin and John McCarthy, had a day-long battle in the two-wheel-drive category. However, it was Barry Morris and

Declan Campbell who sneaked in front of both these drivers at the last gasp. The win in their category also placed them seventh overall ahead of Devlin in eighth and Kennedy in ninth. FINAL ROUND The 2019 series was brought to a premature end when Mid Antrim Motor Club was forced to cancel November’s final round of the series due to a lack of entries. As a result, County Monaghan’s Stephen Wright secured the title of 2019 McGrady Insurance Motorsport UK Northern Ireland Stage Rally Champion. After claiming two rally victories during the 2019 season, as well as a handful of podium finishes, he claimed the trophy after finishing the year on equal points with the outgoing champion, Derek McGarrity. It was Wright who got the nod on the tie-break, courtesy of his higher number of second-placed finishes. This is the first driver from the Republic of Ireland to have secured Northern Ireland’s most prestigious rally accolade. “Taking on any championship was not on my radar at the start of the year but the competitor friendly format and variety that each event offered in the Northern Ireland Championship kept bringing me back,” a delighted Wright said Glengormley man Derek McGarrity had to settle for runner-up, with Derek McGeehan - who led the series for much of the year - in third. However, Draperstown’s McGeehan can take some consolation from the results given that his son, Mark, has secured the Navigators’ Championship title. It was 21-year-old Mark’s maiden season reading pace

notes and he helped to keep his father on the straight and narrow throughout all seven events, handing him the prestigious trophy at the end of the year. The two-wheel-drive championship battle went to Banbridge’s John Devlin as he snatched the trophy from James Kennedy’s grasp by four points. Group N was secured by Adam Vance with Belfast’s Kyle White picking up the Junior title and Saintfield’s Drew Wylie sealed the Historic trophy. Award winners will be presented with their prizes at the Association of Northern Ireland Car Club’s awards ceremony on Saturday 18th January in Armagh City Hotel. OVERALL DRIVERS 1. Stephen Wright 2. Derek McGarrity 3. Derek McGeehan OVERALL CODRIVERS 1. Mark McGeehan 2. Heather Kennedy 3. John McCarthy GROUP N DRIVER Adam Vance (1st Class 1) 2WD DRIVER John Devlin (1st Class 6) HISTORIC DRIVER Drew Wylie (1st Class 10) NI JUNIOR CHAMPIONSHIP Kyle White (1st Class 4) NI LADIES CHAMPIONSHIP CO-DRIVER: Heather Kennedy 2nd Overall, 2nd Class 6) NI MOTOR CLUB TEAM CHAMPIONSHIP Mid Antrim Motor Club

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CarSport

By Andrew Bushe

STANLEY ORR- HISTORIC RALLY SUCCESS IN A GAME OF TWO HALVES!

Photos: Roy Dempster / RallyRetro.com

British Historic Rally Champion Stanley Orr and his Mk1 Escort

019 was a magnificent rallying year for Stanley Orr and codriver Graham Henderson, as they collected Category Two victory and a mighty second overall in the Fuchs MSA British Historic Rally Championship. It was quite a season for the County Down driver, with his faithful MK1 Escort BDA, a year which started with a category win and third BHRC Historic in the North Wales forests.

by far the biggest disappointment of the season when we had a mechanical failure on the penultimate stage, then all we could do was have another real go on the Ulster Rally.” And go they did! An amazing drive to sixteenth overall amongst the modern machinery and a dominant overall Historic victory, was just what the team

BDA has been at the heart of it, but we have also improved the handling and driveability of the MK1. It’s not just down to me and Graham in the car, but a band of great mates, without whom I wouldn’t be rallying! Finlay “Finn” Kirkpatrick, Dominic “Dom” McGreevy, Trevor “Cleet” Thompson, and Dermot “Bingy” Bingham are amongst them,

Stanley “I always wanted to go back, and then I was offered a MK1 road car shell by Gareth Higgins when he was delivering parts to my garage one day. John Martin offered to do all the welding to the shell and we eventually appeared in 2013 for the Northern Ireland Rally Championship, with an intention of doing the odd rally for fun!”

needed, but it still left them on the back-foot heading into the final Trackrod forest round in Yorkshire. A spirited drive to fifth, including a fabulous performance on the first Friday night stage still netted second overall in the championship, and of course another category win to cap it all off. “We got things with the car much better sorted this year, and I am delighted to get up there with the MK1. As ever our Sherwood

as our loyal sponsors such as MK Transport. The results were achieved by the whole team, often helping out into the wee small hours.” The County Down “bais” as they have become known would virtually carry the MK1 to the finish if they could, and the little car has been very successful in its seven seasons, but how did Stanley’s return to rallying come about? “Pub talk I guess!” explains

Fun they had as Brian Cairns took up the co-driver’s seat and they claimed the NI Historic title that year, the car running with a Pinto engine in its first four seasons. By 2014 the lure of the British Historic Championship and after an extraordinary opening season they ended it third overall and first in Category two. A highlight that year was a win on the Scottish after a big battle with the MK1 BDA driven by the

“It went on from there and we were very consistent winning the category six times from seven starts, but the overall title itself was within reach as the year progressed” said the County Down mechanic. On the following Pirelli and Carlisle Stages there were sixth overall placings followed by a fifth on the Red Kite Rally, the team now also developing new forest tyres. The results were key to putting Stanley into the championship lead heading onto the Epynt tarmac for the Harry Flatters Rally. “We were going for it on the Flatters and having a big battle with Nick Elliott, and we were leading overall. The car was superb and we had the right tyres with the Hoosier’s. That was

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For 2016 David Stoke’s former

Galloway Hills, with again some startling times amongst the modified machines. Whilst some may be shocked to look at the stage times, others will remember the first half of Stanley’s rallying exploits, where he became tantalising close to works drives. It all started with an interest in motorbikes on the family farm, driving tractors also, but a serious motorcycle accident where he nearly lost his leg aged just 17 curtailed the two-wheeled action and four wheels were calling.

Receiving a class award from Steve Rider at the 1984 Manx Rally

co-driver Guy Weaver couldn’t resist a seat in the mighty MK1, and a full-scale assault on the British Historic series was planned. “That was one of those years, we had a great start winning the category on the first three rounds. Then we had three punctures on the Severn Valley, a rare distributor failure on the Harry Flatters and cam-shaft rocker failure on the Manx whilst leading the category. To top it off we went to Killarney Historic as we could have taken the category in the HRCR series. We got a third fastest time on my first run up Molls Gap, then the oil pump let go on the next road section! It just wasn’t to be.” The following year the Orr piggy-bank was emptied and a new Sherwood BDA was purchased along with a ZF 5 speed gearbox and it was a season where a lot was learnt adapting the car to the new unit, with a second placed Historic on the ALMC Stages and a good showing before alternator failure on the Manx. In 2018 new codriver Graham Henderson took up the hot-seat and the team embarked on an ultra-successful series of tarmac rallies at home, winning the Historic category on the Easter Stages, Tour of the Sperrins, Down Rally and

“I was a fitter at Albion Clothing at the time and got to know Ernie Kenmore well who was rallying successfully. Then I was working for Abe Keane’s garage in Belfast when I bought a MK2 shell and built it into a 1300 rally car. It was my everyday road car too, and we used to bolt the Weber carbs on just before the events, and put the down-drafts back on a Sunday before work. It had a Spax shock on one side, a Koni on the other, and the first

After the first three stages the little four speed Pinto Escort was lying fifth overall, ahead of all the top modified’s and many WRC and Group N cars! rally I did was in 1978. It was the Festival Stages with Kenny McKee a mate from my school days and we got to the finish after being through a few hedges!” After only a few rallies however young Stanley was climbing up the time-sheets and starting to finish ahead of more experienced

drivers. In 1979 the experienced Ronnie Foreman took to the co-driving seat in the 1300 Escort and by 1980 Stanley had graduated to Group 1 and sensationally won the category in the Northern Ireland Rally Championship, with a significant new co-driver and supporterJimmy Davison. “That came about from the Bushwhacker Rally in 1979. I think it was on the Carrickaholton stage and we rolled into this ditch beside another MK2 driven by Jimmy Davison, a car dealer from Glenwhirry near Ballymena. He must have been suitably impressed at this stunt and we got chatting and he offered me a drive in his famous Group 1 carOIA 9! It wasn’t a great debut I had in Scotland with Jimmy in the co-driver’s seat. It was a strange event through fields and gateposts and we came home with a couple of bent quarter-panels, but then we won the NI series in 1980, and Jimmy offered me the car at the end of that year along with a new Sydney Meeke shell, with help to run it the following season. We tried a couple of British National Championship events, with mixed success then we won the Banbridge Stages ahead of Kenny McKinstry, who in fairness was driving a borrowed car. He said I’ll see you next week on the Festival Stages, when I’ll have my own car back, but we managed to win it too ahead of Kenny and Ronnie McCartney.” Then as often was the case the budget was drying up and the MK2 was parked for a time on the second half of the season, despite Stanley’s skills winning him the regional final of the Castrol/TV Times Rally Scholarship. “I was out spectating on the Ballygowan quarry-sprint when Brian Grant came over and said, “Where’s your car?” The car needed a suspension rebuild and I had no tyres- so he said I have tyres, come up and get out and drive. I did and then a week later I got a phone call from Martin Stirling at Coulter Ford saying there was a package there for me. There was a full set of new Bilsteins and all the parts to rebuild my suspension from Brian. He insisted that he didn’t want his name on the car but that I had to do the Galloway Hills Rally in Scotland.” A what a trip that proved to be winning Galloway outright in the Group 1 car, the first driver

from these isles to win the event, and ahead of Group 4 BDA opposition such as Bill Dobie and Darryl Weidner. By 1983 Group 1 had changed to Group A, which detuned the Group 1 Escort’s and it was with such a car that Stanley and Jimmy Davison contested the 1983 Circuit of Ireland. Ninth overall was the result, the car only requiring new brake shoes, pads, tyres and fuel over the five-day marathon. Such was the result in this little car, that one of the leading teams asked for Stanley’s engine to be stripped after the finish. It was, and of course was found to be totally correct! A taste of bigger things came on the Sligo Stages in 1983, when Stanley and Jimmy lined up in Andy Dawson’s Datsun Violet, finishing a mighty second overall to Austin McHale in the Chevette HSR. “It was a great car, despite running a steering box, and Andy Dawson was someone I learned things from. He said to me heading out in the Datsun, “There’s a loop of three stages. Drive the first two hard but safe and on the third one “give it death” There’s a service after and whatever happens we will fix it!” By late 1983 Stanley was involved in the Corry Cultra project, and actually was working at the initial car in Warwick before the whole operation transferred to Lisburn. “Will Corry had been a help to me over the previous years, and it was great to be involved in the project. The car had a lot of potential, it could carry good speed, but initially it was quite hairy to drive. Myself and co-driver Dave West found out on the Wydean Rally in 1984 when it was a fight to keep it on the road. They later improved the rear suspension set up. I also remember testing the little CVH engine. One arrived with 150bhp, and another from different supplier at 135bhp, but the one at 135 was a much better plant. That taught me in rallying it’s not always about top bhp but driveability.” The Cultra in Stanley’s hands indeed had potential, taking a class win on the Mid Antrim Motor club’s Craigmore Rally-sprint, ahead of rallycross aces Denis Biggerstaff and Jackie Harris. By 1984 Jimmy Davison was getting more adventurous as he strapped himself into the hot-seat alongside Stanley in increasingly more powerful cars. The hire of Ian Calvin’s Ascona 400 for the 1984 Circuit of Ireland was one such adventure. “I remember getting into the

By Andrew Bushe

late David Stokes. Stanley also excelled on other rallies he had never seen before. In 2015 the Killinchy driver’s focus was closer to home and on the Circuit of Ireland National with Stephen McAuley co-driving quite a stir was caused! Eleventh overall and first Historic was a great result, but after the first three stages the little four speed Pinto Escort was lying fifth overall, ahead of all the top modified’s and many WRC and Group N cars!

CarSport

By Andrew Bushe

Stanley in action in a Mark Two Escort on the 84 Ulster Rally car the night before the rally and taking it up and down the road near home. That was our test, as was usually the case in all these outings! We left the start in Belfast on Intermediate tyres as it was raining, but by the time we reached the first stage near Ards it was dry. However, we set joint fifth fastest time, but by the stage finish the oil pressure had dropped and we retired on the next road section. That was probably my biggest disappointment in rallying, as it was quite a field that yearfour works supported Mantas, Toivonen in the Porsche, Demuth in the Quattro etc and we never got a chance to drive that car.” By Lurgan Park, Jimmy had acquired an ex works Chevette HS with HSR bodywork and the pair claimed a fine sixth overall, setting top three times as Stanley got used to the car by the day’s end. “We were to do the Ulster Rally in the Chevette, but it wasn’t ready. I thought we weren’t going until Jimmy called me a couple of nights before to tell me he had bought Willie Singleton’s MK2 BDA. It was a nice car and we started well, in the top ten but the car had a real lack of brakes. We looked at them in Armagh service but it was no better and headed into the next loop and disaster! We were coming along a straight before a 5 right over bridge- I’ll never forget the pacenote! When I went to brake, the pedal went to the floor and it was like the handbrake went on at 80-90mph. The car went 90 degrees to the narrow bridge, the parapet heading for Jimmy’s door, then it suddenly straightened up and went through the bridge and into a field at the other side. It was a bit of mess, there were people squealing when I got out but luckily everyone was ok. I went up the road to get a phone at an old farmhouse. This elderly lady said, “I would lend you the phone but I was on it a couple of minutes ago and it just cut out!” I then went back outside to see the telegraph pole we had broken with the back end of the car. That

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must have been why it suddenly straightened up.” When the Chevette returned it was taken to the Lakeland Stages were Stanley was vying for the lead until and off on the Ely

That was probably my biggest disappointment as it was quite a field four works Mantas, Toivonen in the Porsche, Demuth in the Quattro and we never got a chance to drive that car.” Lodge stage. A third overall on the Bushwhacker followed despite some over-heating issues and once again Stanley was showing his talent on limited outings. “If it wasn’t for the likes of Jimmy Davison in those days I wouldn’t have been out rallying, and I think it was 1985 my friend Derek “Speedo” Boyd from Strangford lent me his 2-litre Sunbeam and we took to the Hills of Donegal and finished second overall to James McDaid in the Ascona 400. Aidan Morrow lent me his Lotus Sunbeam for Lurgan Park, but I had nothing much happening then I got a chance phone call to see Richard Hamilton-Stubber and Charlie Cameron, who had set up S.C Engines in Moira. They had acquired a Group N Toyota Corolla Twin-Cam and wanted me to drive it to promote their business on the British Rally Championship.” A snowy National Breakdown Rally was the opener and Stanley and co-driver John Armstrong took fifth in Group N after some delays, but the tables were turned on the Circuit of Ireland when they claimed a staggering eleventh overall in the little 1600cc standard car and first in the category by a country mile. Sixteenth overall, first Group N on the Welsh, eighteenth overall,

first Group N on the Welsh, and the British title was then clinched with a third in Group N, despite a minor indiscretion and a puncture on the Ulster International. “It was a brilliant wee car, a bit lacking in brakes maybe but very reliable and nimble. I remember Charlie went to blue-print the engine- you were allowed to do that for Group N. When he went to do it however he found that Toyota had it so good from the factory he never bothered in the end. We picked up a few sponsors such as Fortfield Motors, Pirelli helped with tyres and the Toyota prizemoney all helped to keep the thing going round by round. Again, Richard and Charlie were superb with the car preparation and it was a very enjoyable year.” After getting the loan of an ageing Group A Toyota Corolla from Davy Greer to contest the National Breakdown in 1987, Stanley and Dave West were leading the 1600 Group A class and ahead of the works Peugeot 205 GTi’s of Per Eklund and Terry Kaby in the snowy conditions when the car started to give trouble and they dropped down. “I had diabetes from birth and by that time in rallying there was a lot of emphasis on insurance and the MSA basically banned anyone with diabetes so I had to

stop rallying. It was challenged by another driver in England in the early 90’s, and in the mid 90’s I could rally again and I hired a MK2 Pinto off Gregory Presho and Peter Donnelly for a couple of outings. With Michael Gibson alongside we took fifth overall and first in class on a one-off outing on the Monaghan Stages. I think we had a decent run on the Bushwhacker but I can’t remember, those outings were one off’s really.” The first coming of Stanley Orr’s rallying was very different from the second, from chopping and changing cars, to having the same mount for seven seasons and no sign of changing. “There’s nothing I would change about my rallying, I’ve always enjoyed it and more so now than ever. Of course, one thing you miss from the past are those old Circuit of Irelands- to even finish one was such a challenge. I always enjoyed the Ulster Rally too, although it was never a lucky event, until 2019! It was brilliant also thanks to Brendan Kelly to get a drive in the DGM Toyota GT86 on the Down Rally. A brilliant machine which I was really starting to get onto. In the future one event I’d like to do is the Roger Albert Clark Rally, it’s definitely on the bucket list, but we will just wait and see.”

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to Stanley Orr and Graham Henderson on 2nd overall in the Fuchs MSA British Historic Wishing all our customers a very Merry Christmas & A Happy New Year www.sherwoodengines.co.uk Championship and Winner of t: +44(0)1353-864888 e: sherwoodengines@gmail.com Category 2 in his Sherwood Engined MK1 BDA Escort E N G I N E S to Stanley Orr and join the Mark Falvey Killarney Historic 2018 Neil elite! Williams Killarney Historic 2018 Graham Henderson 1st on 2nd overall in the Fuchs MSA British Historic Championship and Winner of Jason Pritchard & Phil Clarke Category 2 in his Sherwood Engined MK1 BDA Escort Jason Pritchard & Phil Clarke

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Mintex MSA British Historic Rally Champions 2016

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ryan Barrett

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Photo: Colm Doherty

ife is unpredictable, yet it has been called a bowl of cherries, and a joy to be experienced. So, when we lose long-time friends or soul-mates there is an emptiness, not to speak of sorrow and deep regret. Yet, the bright reflections of someone’s wonderful, varied, and often colourful life compensate greatly. I can think of several friends I lost in 2019. Russell Brookes the rally International was one. There was also Gay Byrne the television genius with whom I had the pleasure of knowing and working with a few times. And above all, there was Mr Beetle, Larry Mooney, who went to his eternal rest in early November after a long and hard fought battle with life and living. Larry was a special man, and was known the length and breath of this island as the face of Volkswagen and particularly the Porsche inspired Beetle. His motor sport reputation was enlarged and cemented, all over Ireland when he went autotesting, first with a sidevalve Ford Prefect and soon after with Volkswagens – some with standard 1300cc motors and others with 1600 versions. That was in the mid-fifties. To say he was a wonderful competitor is no exaggeration, and few were better around the pylons than Lar, from Dun Laoghaire, with a Beetle. Larry Mooney started his working life in Skeaths bicycle shop in his home town Dun Laoghaire. An only child, he was clever at school and technical college. He learned to speak Irish and he was a dab hand at céili dancing. The latter, he claimed, was to help him later when he drove competition cars, after a few years working as an apprentice in the assemble plant at the old tram depot in Ballsbridge. At that time Paddy Hopkirk was a salesman in the same garage which had the brilliant entrepreneur Stephen O’Flaherty at the helm. Larry Mooney impressed O’Flaherty during that seven year apprenticeship at Ballsbridge Motors. And, Larry got to know

every nut, rivet, screw and bolt in each of the vehicles he helped assemble. The apprenticeship rules stipulated he had to leave Ballsbridge Motors in 1956, following his seven years apprenticeship. That year he was awarded the Ford Motor Company gold medal as the best apprentice in Ireland. He went to work for Esmond Motors where he met and toiled with Jimmy Boland, Fans of the VW Beetle paid tribute to whom Larry considered a Larry Mooney at his funeral. mechanical, and later, an electronic genius. But soon, helped lay out tests around the shoot by the amazed marshal Mooney was back in the rose-beds at Montrose. Year two, with spinning wheels, with the O’Flaherty camp – Park Motors, back at RTE and live on the box, cameraman in the front seat! Ballsbridge, Europa and Deans Larry competed. Grange motors. Good men are Larry was magnificent. Eamonn always required! Larry Mooney was, from that O’Connor was also switched on, His first love was his childhood time onwards, one of the regular as always, and within a mile, Larry sweetheart and wife Eileen, and visitors to the O’Carroll home driving fast and smooth with a later his family of four boys – at South Park. While he rallied, full car, had caught up on the Damien, Ciarán, Lorcan and Tara. mostly with his friend Alan Park, competing vehicle, being piloted But, his passion was for cars and autocrossed and excelled at test by a somewhat bewildered driver. the internal combustion engine. trials, our friendship grew. Alan, We followed that competitor for He delighted when a motor the son of a Clergyman, from about a mile or two and then sounded sweet, he took great York Road, Dun Laoghaire, was slipped off the stage at a junction, pleasure when a vehicle handled his regular map-man. Alan and explaining to that marshal that we properly, and he was always myself combined to build the had taken a wrong turn. Simply, happy to see other drivers do MOCAP roofless turbocharged we had shot the first live on stage outstanding drives, in rallysport or auto cross Mini which gave us ‘in-car camera’ material ever shot track racing. Work and family was many great days on the grass for television in this country. important to Larry – he thrived during the sixties. And, Larry was thinking and dreaming about the always in the wings. That evening we retired to an sport and cars. The most memorable outing, eating house in Barna, rather than Autotesting and rallies were his with Larry and his Volkswagen at rally headquarters in the Great sports in the sixties, along with (Passat) was to the 1973 Galway Southern Hotel. But the men with autocross. He did well in all three Rally. The cameraman was the late armbands and titles found us and categories, and when Mondello Eamonn O’Connor from Limerick. read us the riot act. Park opened in 1968 he became Eamonn Cotter was Clerk of a race driver and Chairman of the the Course, and we set out to That programme when Irish Racing Drivers’ Association. create a system for covering this transmitted some weeks later on growing, if not popular sport. RTE, with Eamonn O’Connor’s Larry made it his mission to spectacular photography, and promote motor sport. He was We planned the event to the Larry Mooney’s driving, came in one of those responsible for last detail when Cotter secretly for special mention. getting drivers from the South gave us the route and stage to compete in the Ken Wharton locations. O’Connor (whose But now Larry Mooney has Memorial Trophy auto test, which son was cameraman on Father gone to his God, where no was then televised by BBC TV. Ted) was brilliant and we soon doubt he will meet many old Larry Mooney met with Eamonn established a system to ‘shoot pals, comrades and former rivals. Andrews and suggested that he and move’ and then to drive to I wonder will they have motor should get through Raymond the next stage or service area. sport in that heavenly world? Will Baxter, an invite for a team from The action was reasonable, but I they require a mechanical guru the Republic. It worked, and from wanted to create an un-contrived and an organiser? 1963 until 1976, a team from the in-car situation, which had never South was captained by Larry. been seen on an Irish rally. If you know of anyone looking for a little used turbocharger, My first meeting with Larry I suggested to Larry that after send them my way. The MOCAP was in 1963 when the RTE Motor a dozen or so cars had passed, Special is no more, but the Club ran a televised auto test in we would get all the crew into blower, is lying in Alan Park’s the Donnybrook car park. He did the car, and as soon as a slow garage near Tara, Co. Meath. Tell not compete, instead he recruited running car would pass we would him I sent you! drivers for the fledgling club, and

By Michael O’Carroll

DEPARTED SOUL MATES

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Armstrong & Gallagher Retain Border Crown

Brian Armstrong and Aodhan Gallagher won the Border Rally Championship for the second year in a row.

rian Armstrong and Aodhan Gallagher have won the 2019 Sligo Pallets Border Rally Championship. The ArmaghDonegal pairing emulated their success of 2018 with another dominant display in class 12 through the year. Last year they won their class on all 5 events they competed on and amazingly they equalled that performance in 2019. They once again secured the overall title with a round to spare. Class 12 is one of the most competitive classes in the championship but Armstrong/

Gallagher have stood out in recent years. They began the year with victory at the Midlands Stages Rally by taking the class win by over a minute from local men Vincent Collins/Fintan Kilroe. It was the same result in Monaghan but this time Collins/ Kilroe were only 22 seconds behind. Armstrong/Gallagher were then pushed hard by Michael McDaid/Daire Maguire who took 2nd places in Sligo & Galway. After wrapping up a 5th class win in a row, Armstrong/ Gallagherâ&#x20AC;&#x2122;s total was unassailable to anyone else securing their 2nd straight Championship success. Brian Lavelle finished as runner-up Driver thanks to his

exploits in class 11F. Lavelle was a class winner in Midland, Cavan & Donegal as well as 2nd place in Monaghan. Lavelle used different navigators during the year so the team of David Moffett & Martin Connolly finished 3rd overall driver and 2nd overall navigator. Moffett, a former Border Champion, was the pace setter in class 13 taking class wins in Midlands, Monaghan and Sligo and 3rd place in Cavan. The pair also took their class in the National Rally Championship. 3rd overall navigator was Donegalâ&#x20AC;&#x2122;s Chris Melly who sat with Kevin Eves in class 14. Eves/Melly took class wins in Monaghan & Sligo with 2nd places in Midlands and Donegal.

Class 1 Champions Keith Ewing & Eddie Moffitt Keith Ewing put in a dominant performance in class 1 throughout the year taking 5 class wins in his first season competing. The Laois team of Joe & Eddie Moffitt were the only other class 1 crew to contest the series and finished 2nd driver and 1st navigator respectively. Class 3 Champions Roger Kennedy & Wendy Blackledge Roger & Wendy faced their biggest challenge yet in class 3 this year in the form of father & daughter team Keith & Sara

BorderRally Rally Championship Championship 2019 Border 2017 CarSport

McFadden. Kennedy/Blackledge emerged victorious by a solitary point after the getting the better of the McFadden’s at the final round in Donegal. Class 4 Champion Shane Maguire Border regular, Shane Maguire, clinched another class 4 trophy thanks to his results on the Midlands, Monaghan, Sligo & Galway rallies. Class 9 Champions Shay Laheen & Kerrill Dempsey After a difficult start to the year, Shay & Kerrill put in some storming drives in the latter half of the championship to clinch the class by 3 points from reigning class 9 champions Brendan Friel & Jason McCahill. Class 10 Champions Peter Farrell & Shane Farrell The father & son team debuted their Toyota Corolla to good effect the take the class 10 trophy thanks to a consistent and reliable run all year. Class 11F Champions Des Lyons & Aisling McArdle Des Lyons & Aisling McArdle clinched the class 11F trophy thanks to a class win in Galway and 2nd in Sligo overcoming the disappointed of retirement on the first two rounds. Mark Maguire was 2nd driver with Barry Gallagher/Jonathan Jacob 3rd driver and 2nd navigator respectively. Gillian Gilmartin was 3rd navigator. Class 11R Champions Paul Carron & Sean Brunton Paul retained his class 11R title with Sean Brunton alongside him for the full year. Class wins in Sligo & Galway were the highlight. Martin McPhillips was 2nd driver with Corey Eves 3rd. Runner-up navigator was Cavan’s Anthony Smith. Class 12 Champions Michael McDaid & Daire

Maguire

For the second successive year, McDaid/Maguire inherited class 12 honours thanks to Armstrong/ Gallagher’s success. Vincent Collins/Fintan Kilroe and John O’Rourke/Frank Clerkin placed 2nd and 3rd respectively. Class 13 Champions John Warren & Paddy McCrudden Mayo’s Warren took the class following Moffett/Connolly finishing in the overall positions. His best result was in Galway when he was 2nd in class. Navigator Ruthann O’Conner finished 2nd in class. Winning navigator Paddy McCrudden achieved his result after sitting with both Jonathan Jordan & Rory Thomas during the year. Gareth Black/Conor Dunlop were 2nd and 3rd in class respectively. Cormac Phelan was 3rd driver. Class 14 Champions Kevin Eves & Emmet Brosnan Eves and Chris Melly were the top runners in class 14 with two wins and two second places. Brosnan was sitting with fellow Donegal man JF Shovelin with 2nd in class in Monaghan, 3rd in Galway and 4th in Midlands helping them to 2nd driver and 1st navigator respectively after Melly’s promotion. Class 15 Champions Andrew Stewart & Tony Gallagher The Donegal team clinched the title thanks to points scoring finishes in Midlands, Sligo & Galway. Class 18 Champions David Armstrong & John Henderson Armstrong made the switch to an Historic Escort during the year taking class honours in Cavan, Sligo & Galway. Pedlow/ Henderson are regular border campaigners and class wins in Monaghan & Donegal secured 2nd driver and 1st navigator

Class 14 Border Champion Kevin Eves respectively. Class 20 Champions Aaron McLaughlin & Darren Curran McLaughlin/Curran showed consistency and pace throughout the year to take class 20. Their highlight was a class win in Sligo. Lee Hastings/Dean O’Sullivan placed 2nd with Jack Maguire/ Alistair Wylie in 3rd. Class 16 Champions Jack Brunton & Darragh Kelly The Junior classes were extremely competitive in 2019. After a yearlong battle Brunton/ Kelly took class honours by just 1 point from Ryan Moore/ Christopher Moffitt. Three class win and second outscored Moore/ Moffitt’s two wins and two seconds. Stephen Reynolds/Derek McCarthy secured 3rd in class in the championship. Class 16A Champions Johnny Armstrong & Philip Mitchell Armstrong/Mitchell got the better of Cavan’s Aaron & Ben McIntyre by 4 points to take class 16A. Consistency proved the key as two 2nd places and two 3rd places secured them the class title. David Kelly/Kenny Bustard

picked up two wins and a third to complete the class podium positions. Team Champions Escort Chancers Just two teams competed this year with Escort Chancers taking the honours from Gazoo Racing.

With 2019 coming to a close its time to celebrate for the prize winners. Armstrong and Gallagher are on the double but the questions remains whether they can make it three in a row in 2020? The Sligo Pallets Border Rally Championship continues to run strongly with tremendous competition throughout the classes. This success wouldn’t be achieved without the continued support of Andrew Mullen and his team at Sligo Pallets. The goodwill and generosity of our championship supporters and competitors has also resulted in over €20,000 being raised for local charities from donations at the prizegiving each year. This is an excellent achievement for a small regional championship.

BorderRally Rally Championship Championship 2019 Border 2017 CarSport

By Pat Burns

John Mulholland An Appreciation Photos: Roy Dempster / Trevor Foster

John in action in his R5 Fabia

andalstown car dealer and motorsport enthusiast John Mulholland passed away on Saturday 17th August after a year long battle with cancer of the kidney. He was 55. He had been in and out of hospital for two months prior due to complications and major surgery but his goal was to get home and thankfully, with his sheer determination, he was able to do that. He passed away at home (hours after watching Rally Finland) and just before the Ulster Rally got under way. John was a great supporter of motor sport in Ireland, having sponsored many events including the Ulster Rally, Lark in the Park and the Deja-Vu Ulster event. John also had an impressive collection of ex-works rally cars including a Subaru Impreza 555 WRC car, an exArmin Schwarz Skoda Octavia WRC and a Prodrive Rothmans Porsche 911. John’s son Johnnie competed in the 2019 Irish Tarmac and British Rally Championships in an M-Sport Fiesta R2 car.

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John with his hero Ari Vatanen. He perusaded Ari to stay over at his house for his 50th birthday! Originally from the Antrim Road in north Belfast, the fatherof-four moved to Randalstown during the Troubles and set up the company with his wife, Alicia, selling cars from the side of their house. He went on to open award-winning multi-franchise dealerships in Randalstown and Campsie. ‘John Mulholland Motors’ was

named as the top family-run business in Ireland at a major awards ceremony in Wembley Stadium in London two years ago and currently employs more than 80 staff. His company also won Skoda Dealer of the Year on three occasions. As well as Skoda, John Mulholland Motors also Ford and Hyundai dealers. John had also suffered the

death of his mother Una in June, while his London-based consultant he was seeing for specialist treatment had also died suddenly due to complications from a malaria vaccine. Since his diagnosis last year, John had spoken openly about his illness and undertook a major fundraiser through his company with a plan to donate £40,000

By Pat Burns

Shona said she remembered her father as charismatic, energetic and a driven man who was also very funny and gave her the best childhood you could imagine.

John Mulholland owned dealerships in Randalstown and Campsie and had a collection of historic rally cars including a Rothmans Porsche 911 and a Subaru Impreza WRC 555.

John’s ethos was to ‘commit random acts of kindness’

by the end of 2019 to the Friends of the Cancer Centre charity, singling out the “vital” work of its nurses - in particular his specialist nurse, ‘Melanie’. Mr Mulholland’s daughter, Shona, said she remembered her father as “charismatic, energetic and a driven man” who was also “very funny and gave her the best childhood you could imagine”. “Anything dad approached in life, he never expected to be defeated and genuinely we never expected this, we always thought he would get better,” she said. “He even managed to get Ari Vatanen, his boyhood hero to stay in our house on his 50th birthday! “We have been inundated with calls and texts from the nurses and doctors who cared for him they all said they had never seen such a fighter. “For us, he was one in a trillion Dad. He was our hero. He lived his life to the max and fitted more in his 55 years than most people could fit in 555. Dad had a saying : “commit random acts of kindness” and since his

passing, we have heard many tales of random acts of kindness he committed, helping people out and never seeking any laudation for it. “He approached everything in life with love and passion, be it his beloved dogs, horses and alpacas, or rallying. “But he also taught us to always support those who support you which is why he got involved with Friends of the Cancer Centre after his first appointment with them. We cannot thank them enough for the dignity and care they provided dad and us towards the end. We felt like we had their arms around us the whole time and they fully understand Dad’s wish to come home and moved mountains for him to be able to do that.” Ms Mulholland added that the family will be continuing her father’s fundraising work for the charity and will “well exceed” the target. He is survived by his wife Alicia, daughters Alicia, Shona and Anna and son Johnnie.

CarSport

BY KEVIN GLENDINNING

MANUS KELLY An Appreciation Photos: Trevor Foster / Roy Dempster / Kevin Glendinning

Manus Kelly pushing his Escort hard back in 2008

n Sunday the 23rd of June, Manus Kelly and Donall Barrett left the road in their Hyundai i20 R5 on the Fanad Stage of the Donegal International Rally. Unfortunately, Manus succumbed to injuries he received on that fateful Sunday. His family and friends lost a husband, a father, a son, a brother and a dear friend. Irish Rallying lost a legend and a hero. . The hours and days that followed showed the high esteem in which Manus was held. Mourners queued for 3 to 4 hours to pay their respects at his wake. His funeral was live-streamed to the graveyard where a large crowd silently watched as Manus completed his last stage. With a big smile and an even bigger heart, Manus touched so many different areas of life in Donegal. He had recently been elected to serve on Donegal County Council, he owned a couple of businesses, and was also a big part of Glenswilly GAA. His work for local charities was tireless and a few years ago he was the driver of the bus which took patients to Dublin from Donegal to receive their cancer treatments.

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Manus on his way to victory on the 2018 Donegal Rally

The rallying community will remember Kelly as the King of the Hills for this generation, he had been dominant in Donegal from 2015-2018, winning the National section in 2015 and for three years in a row taking the outright win. Manus in his early days followed the Donegal Rally and

was a Bertie Fisher fan, he never thought that one day he’d be competing on the Donegal Rally. He was, as he admitted himself ‘a bit of a gulpin’ on the roads. Bernie, Manus’s wife, treated him to a day at a rally school, to see if they could put some manners on him! He started stock car racing but

still believed rallying was out of his reach. It was Cathal Browne who introduced him to affordable rallying. A 1600 Toyota Twincam produced many class winning performances from 2004/06. Going into 2007 an Evo7 was purchased, but the Evo7 was outdated by then and Manus was having to overdrive it to try and keep up with the class leaders.

Manus Kelly and Donall Barrett won Donegal for the first time in 2017 standing the back of his neck just describing this win as it was a lifetimes dream fulfilled. Where to go from there? For 2016 Manus wanted to see how he’d square up with the boys in the world cars. Many thought he was off his rocker but he pushed on with his plans. Melvyn Evans had a Subaru S12b for hire. Carlow was the first event, the boys took the win but it was only seen as a test for the big one. Would they be able to raise their game to Donegal-winning pace? They held a comfortable third place over the first day and a half until a trip into a field saw them lose almost two minutes. Going into the last stage they’d fought back up to second overall. Ten seconds off the win, Manus turned to Donall before the start and said, ‘Barrett we’re going for gold’. Setting the fastest time over Fanad that day, they took the win.

Manus ‘Mandy’ Kelly. For Donegal that year, the Evo was sold and replaced with a class 13 MKII Escort, and slotting into the passenger seat was long-time friend Donall Barrett. This was the start of a love affair with the MKII and saw Manus and Donall competing almost exclusively together in various MKII’s right through to the end of 2015. The Donegal modified title was the aspiration and on numerous occasions, it was within reach but various issues always prevented them. 2014 was a horrible year, a big accident saw a spectator being injured. Manus, Donall along with their families did some serious soul searching, but with the blessings of the spectator who

had been injured, they came back to compete in the 2015 Donegal Rally. By Saturday morning they hit the front but Brian Brogan and Manus traded seconds all day Saturday, unfortunately Brogan’s car developed a fault and he was out, Kelly and Barrett took the lead and it was their rally to lose! Manus and Donall took the win and the dream was realised. In an interview a few weeks before his death Manus told me he’d just love to be jumping back into a 2.5 litre engined MKII, the comraderie between the modified guys was second to none. As he said himself, ‘they’d give you anything out of their vans in service but would do anything to get a few seconds on you on the stages’! The hairs were

During our conversation Manus admitted that there were a few tears shed at the finish and on the way back into Letterkenny. ‘To have our family and friends there at the end of Fanad was absolutely amazing. We threw everything at that last stage and it was just enough.’ Many still thought it was luck and he had benefited from other’s problems. Manus never let this talk annoy him, rather he preferred to do his talking on the stages. In 2017 the Subaru returned to Donegal and a titanic battle with Donagh Kelly in his Focus WRC ensued. Donagh was on fire and reeled off ten fastest times in a row but Manus was only 20 seconds back. A conservative tyre choice by Donagh on Saturday afternoon gave Manus his first fastest time and his tail was up. By Sunday it was nip and tuck, Donagh made a small mistake and slid off the road, victory belonged to Manus.

BY KEVIN GLENDINNING

Manus won the National section in Donegal in 2015

‘By the end it was almost a relief after the competition between Donagh and myself all weekend, it was a sad way for it to end for Donagh’ 2018 once again saw the Subaru back in Donegal after a convincing victory in Killarney earlier in the summer. Manus and Donall once again let the others talk up their own chances, they kept their heads down. On SS1 they blitzed their rivals and kept a steady pace, by midday Saturday they’d a healthy lead built up and needed to take it home. The third win came and their place in Irish rallying’s history books was assured. ‘To be a three times winner of any rally is special but, on our home, rally is just extra special, to stand on that ramp outside the Mount Errigal and look down and see the joy on friends and families faces, it’s a very special feeling’. 2019 brought a new challenge, the Tarmac Championship was entered in a Hyundai i20 R5. There was a lot to learn, new stages, left-hand drive, and left foot braking was needed to get the best out of an R5 car. With every rally Manus was getting closer to the rally winning pace, he believed by Donegal that his knowledge of the stages was going to see him at the top level. The first two days saw the Applegreen-supported crew setting highly respectable times. Manus was holding a strong third place out of the R5 championship registered crews and sixth overall, he was revelling in being in the fight with the top crews once again. What happened on Manus’s favourite Fanad stage we may never know, but Irish Rallying lost a true ambassador and a legend. Rest in Peace, Manus ‘Mandy’ Kelly you fitted more into those 41years than many would fit into two lifetimes.

CarSport

By Martin McCarthy

DAVID MARREN – AT THE CENTRE OF IRISH INFLUENCE IN WORLD MOTORSPORT D Photo: Michael Chester

avid Marren, who passed away on 24 September 2019 was at the heart of an amazing era where Ireland and Irish people held significant influence in world motorsport – F1, Sportscar Racing and the World Rally Championship.

Twenty years ago, in late Autumn 1999, Eddie Irvine, with that distinctive shamrock on his red helmet, was battling with Mika Hakkinen for the Formula One World Driver’s championship. The Newtownards driver was leading the famed Scuderia Ferrari – thanks to an ascension through the ranks greatly assisted by Dave Marren. But that particular year, Dave’s focus was on Jordan Grand Prix, where he looked after the multimillion euro sponsorship of the team for Gallagher PLC and their brand, B&H. Eddie Jordan’s team were winning Grand Prix races and in the mix to win the FIA Constructors Championship – thanks to drivers Heinz Harald Frentzen and Damon Hill. Irvine ultimately finished 1999 as runner up in the F1 Driver’s championship while Jordan Grand Prix were third in the Constructors Championships – ahead of greats like Williams. 1999 was a pinnacle year for Irish influence in F1 – but when a round of the coveted World Rally Championship was brought to Ireland by Motorsport Ireland in 2007 and 2009 – Dave was at the heart of it, thanks to his expertise in global sports marketing and intimate knowledge, skill and reputation with government, the sport governing bodies, competitors and backers. He was on first name terms with Bernie Ecclestone, Jean Todt, Max Mosely and team owners and managers up and down the pit lane – thanks to his charm, entertaining personality and insight into shaping commercial arrangements that could work for everyone. Even while still at school, he

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had the motorsport bug and with classmate Colm Doherty got down to Stuart Cosgrave’s Mondello Park to see the amazing cluster of local stars whose eyes were firmly set on getting to the UK and following John Watson into F1. The daring exploits of Derek Daly, David Kennedy, Michael Roe, Kenny Acheson, Martin Donnelly and Bernard Devaney inspired Dave. After a brief spell in UCD he started work in PR with Bill O’Herlihy, home to a dynamic band including Pat Heneghan, Eileen Gleeson, Sean O’Connor and others. Shortly thereafter he transferred to London where worked with Graham Bogle of Charles Stewart, the agency working on the massive Philip Morris company account.

DAVID MARREN

Their Marlboro F1 World Championship team consisted not just of Grand Prix heroes John Watson and James Hunt – but also nurtured youngsters with talent. This enabled underfunded, promising drivers get a platform to show their talent - and Eddie Irvine was one of those who benefitted most. With Dave’s support, and thanks to Ralph and Angie Firman’s brilliant Van Diemen cars, Irvine won the Formula Ford Festival and later the UK F3 Championships and went on to Japanese F3000 to make his fortune before getting to F1 in late 1993. In parallel, Eddie Jordan was climbing his way to the top, as a team owner, winning the F3 championship with Johnny Herbert (1987) and then F3000 series with Jean Alesi (1989) and by 1991 he was in F1, armed with the gorgeous Gary Anderson designed 7Up car. Philip Morris owned other brands such as Mt. Blanc and marketed in other

sports most notably golf. Dave was heavily involved with The World Cup of Golf in 1989 and 1990. At the end of 1993 Irvine made a sensational F1 debut for Eddie Jordan and there he stayed until Marlboro backed Ferrari took him at the end of 1995. In 1996 Gallaher PLC opted to start an F1 program with Jordan – having had Le Mans success with Silk Cut Jaguars and John Watson, which Dave Marren had been also heavily involved with. Gallagher Marketing Director, Nigel Northridge, who lived in Delgany, was in charge and commissioned Dave to look after of the sponsorship program. The highlights were Killiney based Damon Hill’s epic win at Spa in 1998 and the Frenzten’s wins in France and Italy in the glory year of 1999. As F1 grew bigger, the corporates took over and the privateer team’s like Jordan became untenable and was sold

at the end of 2005. There had been dreams of rekindling an earlier Golden era – 1929-31 when Ireland hosted Grand Prix in the Phoenix Park – but while that did not happen, another ambitious group of Ronan Morgan and Sean O’Connor did bring World Championship Rallies to Ireland. Rally Ireland ran in 2007 and 2009 and Dave Marren was central to both. Though sport was never far away, David was first and foremost a family man. He married fellow PR practitioner Geraldine McCarthy in 1989 and was father of twins Carl and Dave and daughter Rebecca. David was gregarious, wonderful company, witty, insightful and immensely popular even with those who were the butt of his endless pranks. He made light of his illness and it is a testimony to the man that so many turned out for his funeral in Blackrock including many leading names from world motorsport.

Russell Brookes An Appreciation

ussell Brookes, who died aged 74 while out riding his bicycle near his Alcester home, was a two-time British champion and a man who relished the demands of those classic five-day Circuit of Ireland rallies of the Seventies. He won it twice, in 1977 and ’78, his Ford Escorts in the famous colours of Andrews Heat for Hire, sponsors who supported him for nearly two decades. And while he won comfortably enough in ’77, finishing clear of the Chequered Flag Lancia Stratos of Billy Coleman, it was his victory a year later which demonstrated Brookes’ determination and resilience. With his first Ford contract, he was part of the official Boreham team alongside Hannu Mikkola and Roger Clark but the defence of his title couldn’t have got off to a worse start – he crashed on the uphill hairpins of the first stage at Knockagh. What was to follow was an astonishing fightback which saw Brookes and co-driver John Brown claw their way from last place, their Escort progressively re-built as the rally wound its way to Killarney, to eventually claim victory by over four minutes from the Vauxhall Chevette of Jimmy McRae. Having tracked his recovery, stage by stage, all the way to the Bangor finish on Easter Tuesday, I was just about to shake his hand and interview him as he climbed from the car when an enthusiastic young radio reporter interrupted and thrust a microphone in his face. “Russell,” he said, “congratulations, we’re going live on Downtown Radio, how do you feel after such an epic win?” “Great,” said Brookes, “but if you don’t mind I’ll speak to my friend Sammy first.” Indeed, we were friends and at the awards ceremony later that Easter Tuesday evening he asked me to join him and Brown for lunch the next day before they caught the Larne ferry and headed home. It was an interesting couple of hours as he recalled the devastation of the Knockagh crash, his determination to keep going

One of Russell’s most impressive victories ever was on the 1978 Circuit of Ireland where he fought back from a first stage accident to win the rally. and his gratitude to the Ford mechanics who pieced the Escort back together. But he could be something of a Jekyll and Hyde character. A few months later I was walking up the stairs of the Villiers Hotel to the Manx Rally Press office when I met Russell coming down. I held my hand out to greet him but he strode straight past without the slightest acknowledgement. He was focussed solely on the start of the rally. That was Russell. I’d got to know him during his earlier visits to the Circuit and to the Ulster Rally, notably during his extraordinary adventures during the 1976 Ulster event. That was when he came close to being arrested for trying to steal Roger Clark’s Escort. Roger and Ari Vatanen were early retirements on the Friday and not long afterwards Brookes’ car suffered differential failure too. In the darkness his chase car managed to push and tow him to the late supper halt near Ballymena where they hatched a plan to take the rear axle from Clark’s car which had been returned to the Dunadry Hotel. But Roger had gone to bed with a ‘Do Not Disturb’ sign on the door. The night porter refused to wake him, leaving Russell and his team no option but to try to remove the axle with or without his permission. The porter called the police and it took some explaining before they

were convinced he wasn’t a car thief. By then they had run out of time and a defeated and deflated Russell Russell at Rallylegends in Italy a few returned to years ago. the supper halt where he talked to Escorts to Lotus Sunbeams to me through the whole saga. Chevettes to Mantas to Sierra Cosworths. He even drove a Rivalry Stratos on the Cork 20, finishing His career was marked by fourth in 1981. his rivalry with Jimmy McRae, especially during their years Russell was British champion together in the Dealer Opel team. in 1977 and ’85 and Irish Tarmac They may have been team-mates champion in 1989 and although but there was little camaraderie he had few opportunities between them. to compete in the World I remember their rivalry raging Championship he still recorded during the ’85 Circuit when two podium places on the RAC the DOT Mantas were running Rally and a top six on the Rally 1-2-3 towards the closing stages, of the Lakes. He racked up more McRae leading, Brookes second than 20 British and Irish wins plus and Bertie Fisher third. Russell several more in Europe but always wasn’t content to play the team recalled his 1978 Circuit of Ireland game and was intent on chasing victory as a special memory. down McRae, endangering a In latter years he has returned clean sweep of the podium to take part in the Déjà Vu events places. run by Plum Tyndall and Beatty When he arrived into service Crawford, a reminder he said of somewhere north of Galway, the great days on the Irish stages. with the sun shining on dry Russell was a one-off, a short, roads, Brookes found a set of wet tubby figure, divisive at times weather tyres set out for him. He but always full of fight. Like him got the message. or loathe him, as some did, you Originally a development had to admire him for his full-on engineer at British Leyland, commitment and never say die his career took him through a spirit. Sincere condolences to his whole range of cars from Minis family.

By Sammy Hamill

Photos: Fergus McAnallen – RallyRetro.com

CarSport

by Richard Young

Bill Gowdy An Appreciation

ill Gowdy, who passed away last May, was a racer. He was also a gentleman in the truest sense, who raced for fun but was nonetheless a serious contender in whatever car he drove. He was also one of the first drivers from Ireland to race at International level in what might be termed the modern era. In fact he was the pioneer of a ‘wave’ of single seater drivers from this Island to venture to far flung shores. A wave which included John Watson, Derek Daly, Eddie Jordan and many others, and continues to this day. Originally from Dungannon, he first raced in 1965 in a Mini. At that time one of the annual features of the Kirkistown year was billed as the “Mini Grand Prix” and always attracted a full field of the best racing Minis in the country. Bill’s debut, however, was in a rally car belonging to Stanley Eakins. He and Stanley had already contested several rallies including the Circuit of Ireland that year, and the race seemed like a good idea. However a rally car is heavier than an out and out racer, and a finish

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was all he could manage on that occasion. It sparked his interest though, and the following season saw him in action with a ‘proper’ single seater – a Kieft uprated from its original Formula Junior specification and running in Formula Libre, the top class in Ireland at that time. However more power was required and to this end he acquired the unique Daimler V8-powered SM, a monocoque-chassised device built in Belfast by Tommy McGrath and George Scott which looked the part but didn’t quite live up to expectations. In fact, at the time Bill described the car as “an oul’ camel” which usually suffered engine problems ! Undeterred Bill persevered and in mid 1968 moved up once again, this time to an almost-new Brabham Formula 3 car, formerly the property of Portuguese racer Carlos Gaspar. And F3 opened up a host of new possibilities. At that time there were F3 races in Europe virtually every weekend, with organisers paying starting money – albeit modest sums as a rule – which made it just about possible join the circus using last weeks start money to get to next weeks race. A hand to mouth existence for sure, but one

which promised the excitement of close racing and the chance to compete at new circuits every week with some sort of adventure just around every corner. Billy and wife Joy set to it with a will, visiting some of the most spectacular venues along the way, from the ultra-fast slipstreaming straights of Reims, and fearsome road circuits such as La Chartre (where the chief paddock marshal was marched off to jail before the start for fighting with a driver !) Rouen and Chimay to permanent ones like the ‘old’ Hockenheim. And he didn’t disgrace himself scoring a best finish of 10th at Reims – in a race where the first 14 cars were all fighting for the lead ! At the end of the season Bill reckoned to have covered his costs, and had gained a lot of experience. However F3 at that time was hazardous in the extreme, and fatalities were not unknown, so a change of direction followed with the Gowdy clan moving into the licensed trade in first Banbridge and later at The Maze, while motor racing continued as a hobby. A successful one at that. Appearances on the local scene

continued, in an assortment of Formula Atlantics – Brabham, Chevron, March, Crossle and Ralt – before Bill decided to concentrate on business for a while. However a decade on he and Arnie Black teamed up to run a pair of Crossles in Historic racing which they did with considerable success and the venture sparked a second career for the man from Dungannon. For a while he ran the ex-Derek Daly ICI liveried Chevron F2 car and then became part of Arnie Black’s ‘Crossle Corps’ which visited various venues in Europe doing endurance races with a group of like-minded sportsmen in a fleet of 9s continuation cars with the V de V series. Most recently he joined up with Richard Parsons to market Radicals in Northern Ireland, but even after he stopped regularly competing, Bill was still a frequent visitor to Kirkistown and never lost his enthusiasm for the sport. The term ‘Gentleman Driver’ is bandied about a lot these days, and not always in flattering terms. In Bill Gowdys case, he was always a gentleman but he was always a hell of a driver ! They don’t make people like him anymore.

Andrew Cowan An Appreciation

n 15 October 2019 one of the greatest figures in world rallying, though hardly the best-known, died in hospital at the age of 83. Andrew Cowan was an enormously successful driver before switching to team management and leading Mitsubishi through its glory years in the mid to late 1990s, yet he never achieved anything like the level of fame that twice F1 World Champion Jim Clark did, despite living 61 years longer. Comparisons between the two men are valid. Each was born in 1936, Clark nine months earlier than Cowan, and grew up in Berwickshire, a short drive from the Scotland-England border. (Cowan was a native, Clark an incomer, having been born in Fife and moved south at the age of six.) They were both young farmers caught up in their home county’s thriving amateur motorsport scene, and quickly attained membership of the Hedgers, Ditchers and Dykers Club which was automatically given to anyone who knocked down at least twenty yards of fencing on a local rally. Clark’s progress through the motorsport ranks was quicker. It was only in 1968, the year Clark died, that Cowan really attained global fame, winning the first London to Sydney Marathon in a Hillman Hunter. He would do the same nine years later in a Mercedes 280E. During this period he also won Australia’s Southern Cross Rally in 1969 and then again every year from 1972 to 1976. He excelled in endurance events because he developed a very relaxed driving style which, as well as being useful in itself, gave him a major psychological advantage as the finish gradually drew near. “If I started feeling tired,” he said, “I know the other drivers are dead!” I was vaguely aware of these things but didn’t associate them with the man I knew, until I was about ten years old, as Uncle Andrew. He was a friend of my father, Ross Finlay, who often

Andrew Cowan and Alan Douglas on the 1983 Scottish Rally in an Audi 80 quattro. navigated for him when it was possible to do so. Twice a year we would head to Berwickshire on the weekends of the Jim Clark and Border rallies, staying with Cowan’s parents in their beautiful farmhouse while Dad performed his duties as reporter, co-ordinator of the Scottish Championship and occasionally navigator for Andrew. The last of these didn’t always go well. Flying over the Otterburn ranges in a Ford Escort, Andrew got out of sequence on a series of yumps. The Escort was still on its way down when the road rose towards the last crest, and went into the tarmac more or less nose-first with such force that the propshaft punched through the rear axle. (I think this story is accurate, but don’t blame me if it isn’t - blame the old fella.) I knew the senior Cowans far better, and also his sister Dorothy, who got on very well with Mum. She had a beautiful Corgi model of a Hillman (or perhaps Sunbeam) Imp Andrew had rallied in the 1960s and refused (reasonably enough, I suppose, though I was very disappointed at the time) to let me have it. Dorothy, a schoolteacher who died of cancer very young, was married for a while to Brian Coyle, the navigator in the three-man 1968 London to Sydney team (Andrew shared the driving with Colin Malkin).

Andrew Cowan was Tommi Makinen’s mentor at Mitsubishi

From my teens onwards I hardly ever spoke to Andrew, but Dad frequently did, and I heard about some of the conversations. For example, Andrew was unhappy about the mockery Mark Thatcher received in the non-sporting press for getting lost on the Paris-Dakar (an event Cowan competed in eight times, finishing second in 1985). He was hardly the only person to do so, and Andrew pointed out that Thatcher had done exactly what he ought to in that situation. Similarly, through Dad I perhaps learned more than most people about his working relationship with Tommi Makinen, Mitsubishi’s four-time WRC winning driver when Andrew was running the team. Andrew described Makinen as “just magic” and “in a class of his own”, but without going into too much detail I think it’s fair to say that he was also his mentor, and that his role in Makinen’s success was not just that of a manager. To my surprise and delight, we met one last time at the funeral of Bill Henderson, a wonderful man who was appointed Scottish correspondent of Autosport by its founder Gregor Grant in 1950.

By David Finlay

Photos: RallyRetro.com

This was late in 2016, and at the reception afterwards Bill’s son William uprooted me from the table I had chosen, saying that Andrew had asked if I would sit with him. Undoubtedly this was more because of his friendship with my father, who had died a dozen years earlier, than because of anything I had ever done, but that was no reason to decline the request. At the end of a delightful conversation he gave me his phone number and urged me to call him so we could have a longer get-together. I really wanted to take him up on this, but opportunities rarely arose, and every time they did I would hear that he had suffered more illness. We did not meet again, as I had dearly hoped we would, so instead of what I’m sure would have been a splendid afternoon of reminiscing all that is left for me is to say, at the end of an article he will never read, “Goodbye, Uncle Andrew.”

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THE DOC An Appreciation by Keiron Smyth

Dr. Paul Conn in his Crossle at Kirkistown

Doc

he Doc loved Kirkistown and everybody at Kirkistown loved the

He first turned up in 1996 and he fitted right in because he was such a great bloke. And he loved it because he had discovered the Magic Kingdom. And I’m going to try to explain what that meant to him, and what it means to us. There is a sign at the gate that says ‘Welcome to Kirkistown, Ireland’s fastest motor racing circuit’ so that ordinary folk will know what it is. When we drive in it says, ‘Welcome to your happy place where you will always have a brilliant time with your best mates and a load of others who love what you love and it’s just the BEST PLACE EVER.’ And you discover that there are Officials and Club Stewards and timekeepers and office admin and safety car drivers and loads of others who do the million things that need to happen for you to have a race and they do it for the love of motor sport. And you get to know that brilliant band of Marshals of all shapes and sizes in their bright orange suits that look after us when we are out on track and

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they are just priceless.

Dr. Paul Conn

And you get to meet and be accepted by some bunch of guys that are going to be in your race and, if you are a great bloke like Paul, they will become your best friends. So the Doc settled right in. He got to know us all and we all loved him. And he did our race licence medicals for us. And he enjoyed a good laugh, talked like we talk and joined in our black humour. So there we are, all having a great time and the years are passing by. Except that you don’t get any older at Kirkistown. You get to remain the same small boy that plays with cars. You get to dress up and play ‘pretend’ like you did when you were wee. You get to put on your magic suit and your super hero helmet and you are immortal and possessed of amazing skills. Well, in your own mind, anyway. Your mates will always bring you down to earth with a few carefully chosen comments. Like that school report that says ‘Could do better’. At Kirkistown, even the days when the rain is going sideways and you feel crap and something breaks can be good days, because

those same mates that have made the comments will all help you fix what is broken and, if it can’t be fixed, you will stay and help them with whatever needs to be done. The Doc loved it all and we loved him. And on top of all of this wonderfulness you actually get to Drive Your Car. Your car is a special thing. You are in the playground in your rocket ship. It is a magic creation and you are in control. It is loved and cherished and kept safe. Only an unusually kind and trusting person would loan it to somebody else. Even to a mate. The Doc did that. He loaned me his car once, when I had nothing

to race. A perfect example of what a truly exceptional man he was. (Now, thankfully, the Doc never worked on his own car. He had the wit to get someone that knew what he was doing to look after it for him. Anybody who has witnessed the Doc attempting to assemble Ikea furniture would know where I’m coming from). So we are in our magic suits, wearing our super hero helmets, in our rocket ships and we go out onto the track and that is called a race, except sometimes it’s not but that doesn’t matter. Let me explain. Sometimes our cars get a bit far apart because of a slow start

RICKY BOYD - A tribute by Graham Baalham-Curry

Many readers will know Ricky as RB Automotive, a specialist car dealer from Comber, Co. Down. Whether you knew him personally, had bought something fast or unique from him, or simply browsed his high-end stock in awe, it’s safe to say he always left an impression. Having achieved a 2.1 in business management at Coleraine University, where during his first year he endured staying in a house full of untidy women [this was maybe the cause of Ricky’s OCD in later life], he went on to work at Phones 4 U, before moving to Vodafone. At interview for the latter, the panel told

here, a bit of a spin there, some of the cars being faster than others and we drive round and round until somebody crosses the line first. That’s OK, but you never really think that you have won a race. Most people watching will see a procession and wonder why we can be bothered, but we will still be having fun because, if there is nobody to race with, you get to race against yourself. You will always try to get better at driving your car and look for a faster lap time. And the Doc got better and faster and we were all pleased for him. But a real race is where you are with one or two or three of your mates, all really close together, dodging and checking for overtaking possibilities and it is just brilliant and you are totally alive and you are not thinking about anything else because you are in your magic suit, super hero helmet and rocket ship and your amazing skills will defeat them.

Ricky “We will let you know”, to which Boyd stood up and said “No, I don’t think so, are you giving me the job or not”, needless to say, he did and his straight-up, no nonsense approach stood him well through life, or at least always provided a story. Speaking of stories, Ricky loved nothing more than sitting in the hot tub for hours at a time telling stories, of which he had so many; he could write an encyclopaedia entitled ‘The Life of Boyd’ and I can assure you, having sat in the tub listening to many of them, it’d be a book worth reading! Ricky was wheeling and dealing cars from before he was even legal to drive, with his father taking him on frequent trips to Carryduff Auctions where he’d snap up something of interest and be sure to have it prepped and into the next issue of Autotrader’s magazine. Some would even say that Ricky sold more cars than phones when he worked in the various phone shops, as he would have sneaked out the back to take a call from someone who’d seen an advert for a car he was selling. Some memorable automotive adventures for Ricky must include a Renault Clio Williams which was purely a track-day toy and one that put pressure on many far superior sports cars, when driven the only way Boyd knew – at eleven tenths. Ricky then took things to the extreme with his white Mitsubishi Evo 8 MR which we featured in CarSport several years ago. With this car, Ricky was a force to be reckoned with on the local drag-racing scene, filling a trophy cabinet with accolades along the way.

By the way, you can have a real race anywhere within a race, so it can even happen for the two slowest cars at the back. But, obviously, the best real race is for the lead and, if you manage one of those, it is just the Best Sensation in the World. So I want you to know and understand that the Doc had a fabulous day at Kirkistown. He arrived looking happier and more relaxed than we had ever seen him before. The sun was shining, the track was dry, his car was perfectly prepared, and he was driving better than ever. His qualifying time had put him on the front row of the grid. And he went out for the first of his two races, drove brilliantly, had a real race and he won it. He was totally in the zone, loving his life, and enjoying himself with not a care in the world. And when the Doc came in his smile was the widest we had ever seen and we were all really delighted for him. He was a Real Race Winner and he deserved it.

The Evo ran a substantial 630bhp when on race fuel and was equipped with roll cage, bucket seats, track-day suspension, a bigbrake upgrade and road-legal slick tyres as well as . From here, the natural progression for Ricky was to a Mitsubishi Evo X, after all, he’d owned his ‘E3VO X’ registration number for a few years at this point and, it was only going to be the best model around that it would be attached to. This came in the guise of a white RS model which was lightly fettled inside and out, it produced 450bhp and fitted with a full ‘BRIDE’ seating. Just a couple of years ago though, Ricky treated himself to the epitome of motoring, a car he had longed after for as long as I can remember, a car that most of us only get to admire thanks to a poster on the office wall. The car in question, a 2015 Porsche 911 GT3 ClubSport, a car that I had the pleasure of photographing soon after Ricky bought it and a car that spent the most of its time tucked up in a heated garage. It was the pride of his fleet and a car that left him saying few words after driving it, those few being “this thing’s awesome”. I think it’s safe to say Ricky lived his automotive dream and will be missed by many in the trade. Ricky will also be missed by his parents Irene and Stanley, his sister Wendy, as well as the love of his life, his soul mate, Jennifer. Thanks for the memories. I salute you Ricky, a true friend, you’ll be missed!

So we all mucked in as usual, everybody checking the cars, helping with the fuel, doing all the stuff you do between races, while having a laugh and slagging each other off. And the Doc did the things he liked to do and we made sure he didn’t touch his car. Other mates came in and out of the garage and it was just an easy going day and we were all having a great time. And the smile stayed on the Doc’s face the whole time. The Doc loved racing and we loved the Doc. And so he went out for the second time and he was in another real race, but then something happened, and he was gone in the blink of an eye. He wouldn’t even have known that he was gone. And we will take comfort from that. We will talk about it amongst ourselves. We will discuss it and learn from it. And we will acknowledge that we are

not immortal. We will hug each other and shed tears. And then we will talk about all the great laughs we enjoyed and what made the Doc such a great mate. And, on a personal level, he was much more than a great mate, he was one of my best friends. Now, some of you will wonder how we can even consider going back to Kirkistown to get back into our cars again and carry on. That’s not an easy thing to answer, and every one of us will have a different answer. But, in essence, the answers will all be the same. We have discovered the Magic Kingdom. We aren’t going to get old. We may not be immortal, but we can pretend and we will go back. So we will put on our magic suits and super hero helmets, get into our rocket ships and go back out to play. And as far as we are concerned, the Doc will still be with us.

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By Plum Tyndall

HAPPINESS IN THE HILLS Photos: Martin McCorriston

Eugene Donnelly,

y June jaunt up to the north-west has been one of the motorsporting highlights on my calendar now for more years than I care to mention. I don’t know who coined the phrase ‘Happiness in the Hills’ but it sums up for me the friendliness that engulfs you once you cross the border in early summer as ahead are three days of magnificent motoring and mega partying. But sadly the happiness went out of the hills this year when tragedy struck on the morning of the 23rd June on a fast downhill stretch of the Fanad Stage. In a devastating accident the rally lost its top seed and the Donegal Motor Club was again having to deal with a death on their event and this time it was one of their own and a very special one at that. Manus Kelly was a member of an honoured club having joined Vincent Bonner, James Cullen and Declan Boyle on the short list of Donegal winners. What’s more ‘Mandy’ was on that trophy more

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Superb replica of Bertie Fisher’s Escort

Denis Biggerstaff in his MG Metro 6R4 times than the others as a triple winner. The recently elected Councillor and his co-driver Donall Barrett had brought much joy to their rally loving land in recent years by winning the national rally in 2015, and the overall rally in 2016, 2017, and 2018. But a fourth win

had been looking unlikely in 2019 as Manus was still getting used to the R5 category, left-handdrive, and his Hyundai i20 when it all went so terribly wrong at Ballinacrick. In those last terrible moments Manus lost his life; his wife Bernie a husband; his four children a

father; but Donall miraculously survived the horror. I was in the Millford Service waiting to hear the times from the first loop of stages when an official car drifted in and that sunny weekend became overcast. The expressions on their faces told a grim story. Surely it hadn’t

Up to that point it had been an epic Donegal, reminiscent of golden years like 1975 when Achim Warmbold became the first foreign winner, 1983 when Vincent Bonner kept the trophy in the county for the first time, or 1996 when Andrew Nesbitt clutched the Jim Kennedy Cup for the first time on the event’s twenty-fifth anniversary. Eugene Donnelly, Cathal Curley, Eugene Donnelly and Garry Jennings

By Plum Tyndall

happened again. The Donegal Motor Club organisers have had to deal with spectator, marshal and co-driver tragedies in recent years. Surely they were not again having to face grieving families and deal with the officialdom that accompanies the aftermath of a fatality?

The crowds and the sunshine were back. Donegal was looking its magnificent best and the competition was as hot as the temperature. Out front two of our Irish rallying elite were at it hammer and tongs in similar WRC Fiestas. And Sam Moffett, our Irish Champion was surprisingly holding off the advances of our World Championship driver Craig Breen. Callum Devine, surely the next big thing in our sport, was leading the R5 hoards and Garry Jennings, now struggling with his ageing Subaru S12b, was trying to stay in touch with the new technology.

Superb replica of Bertie Fisher’s Escort

Day three was going to be an epic. Could Sam hold off Craig? Was Garry out of the fight? All those questions would remain unanswered when the terrible rumours became a reality. The event had lost its poster boy and the county a person loved by all. As well as enjoying my fortyfourth International, (I have only missed two) I was in Donegal along with Dr. Beatty Crawford to finalise the route of Déjà Vu Donegal, the rally reunion event we were planning for the end of August. But we now faced with a dilemma as our route passed the point where ‘Mandy’ had perished. So what were we to do?

James Greer, Brian Nelson & John McLernon

The initial thought was to simply cut out that bit of the Fanad Stage and continue on to Portsalon, but when our man on the ground Ivan Fuery contacted the Kelly family some days later on our behalf, it was Bernie Kelly’s wish that we should pass the spot where the local land owner had erected a fence and cut the grass on the spot where the Hyundai had landed, as a shrine to Manus.

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Two months would pass before our Déjà vu date so when the 165 crews and their magnificent cars gathered in Ballybofey on 31st August the immediate shock of Manus’s accident had subdued.

By Plum Tyndall

Former winner John Lyons

‘Mandy’ had assured me that he would be joining us to help raise funds for the Donegal Hospice but now Déjà Vu Donegal became an unofficial celebration of his life. Every car carried a specially commissioned Déjà Vu Donegal Remembers Mandy sticker, his brother entered and Bernie Kelly, Manus’s parents and many members of his family attended our gala dinner. We had always expected a good turnout in Donegal, but the entry surpassed all expectations and all previous Déjà vu events. Andrew Nesbitt, the seven time winner, led the parade in an ex-works Subaru that he had specially wrapped in the Cuisine de France colours. Cathal Curley the first and three-time winner was there in a Mk II Escort, as were two-time winners Brian Nelson, John Lyons and James Cullen.

Jimmy McRae in a Manta 400

Vincent Bonner Manta 400 replica

Paying tribute to Manus Kelly

The roll of honour went on and on. Anthony Warmbold represented his father Achim in the actual BMW 2002 that his dad had taken to victory in 1975 thanks to the car’s current owner David Wylie. Alastair Fisher was representing his uncle Bertie in a Mk II; triple winner Eugene Donnelly was present and double winners Garry Jennings and Austin MacHale, who had borrowed back his Xtra-vision BMW M3. The cavalcade which included Minis; Mk I and Mk II Escorts; Opel Ascona and Manta 400s; Porsches; Renault Alpines; Metro 6R4s; Sunbeam Tigers, and

a Lancia Stratos set out from Ballybofey calling at such iconic Donegal locations as Glen and Atlantic Drive. There was a special halt at the accident site at Fanad where Andrew Nesbitt laid a wreath for ‘Mandy’ on behalf of all the entrants and then it was on over Knockalla to the highlight of the day at Ramelton. Beatty and I had been introduced to the Ramelton Festival Committee by Rory Kennedy and Ivan Fuery and what a fortuitous meeting that turned out to be. Headed by Anthony McCahill, this group of enthusiastic volunteers took the idea of a ‘Ramelton Rumble’ to their hearts. They recruited marshals, spoke to everyone on the route of the old town stage, decorated the streets with banners, set up a PA system, and provided tea and biscuits for all 300 entrants. People came out in their thousands to see the parade of former champions and their magnificent motor cars which were driven through the town with gusto to the cheers of the onlookers. The gala dinner, skilfully compered by Charlie Collins was a fitting climax to a very special day and with a cheque well in excess of €20,000 to be handed over to the Donegal Hospice and over three hundred happy Dèjàvuers, I think you could truly say that we have returned Happiness to the Hills! The Donegal Vintage and Classic Car Clubs letter perhaps sums it up best: “The event included everything. The lunch stop on Atlantic Drive, the poignant moments on the Fanad stage where we stopped at the spot where our good friend Manus Kelly perished, the enjoyment of the Knockalla run and the magnificent scenes in Ramelton where the public enjoyed the gathering. Personally, it’s been the best and most enjoyable car event that I have partaken in over the last 50 years.” Donal McGettigan, Secretary.

Heroes of the Hills, the 80 page book recounting the winners of the Donegal International Rally and illustrated with Esler Crawford’s renowned photography, is available at £14.99p + P&P from www.rpm-motorsport.com

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Donegal Deja-Vu

Same Car, Same Driver, Same Corner, 36 Years Apart… Photos: Fergus McAnallen / RallyRetro.com

Gerry McGarrity in action in ROI 1313 in 1978

rvinestown’s Gerry McGarrity took his famous Honda Civic ‘Paddy Murphy’ to the Donegal Deja-Vu event. Gerry got this Civic (his second example) from his uncle, Patsy McGarrity in 1978 and has kept the car ever since. Gerry’s first event in the Civic was the ’78 Circuit of Ireland Rally but suffered from an overheating engine after starting to lose water. Honda though, had taken note of Gerry’s achievements and gave him a new 1238cc engine for the ’78 Donegal Rally. Gerry competed successfully on the ‘78 Donegal, taking a class win by a country mile, but trouble was around the corner on that year’s Ulster Rally. Gerry’s co-driver then was Dan Hackett who lived along the Todd’s Leap stage outside Ballygawley. Dan was willing Gerry to go harder and harder along the stage but the Civic took off from a massive yump and rolled end over end into a field and out of it again! The car ended up on its wheels in the middle of the road, albeit in a heavily re-arranged state. Dan got out to see how bad

the damage was while Gerry decided they The same car, the same corner, the same would try and make driver in 2019 the end of the stage. Gerry put the car in first gear and drove off, only to meet a car coming towards him as he had ended up pointing the wrong way down the stage! It was Tom Lawther who met him and managed to avoid the damaged Civic so Gerry turned the car around and headed off down the stage after Tom. The Civic managed to reach the end of the stage and Carruthers suggested I buy a new This Civic was an automatic the timekeeper looked into the car and I told him I hadn’t paid for and Gerry noticed a gallon of car and said, “Where’s your cothe old one yet!” Duckhams oil on the back seat driver son?” It was only then that and with Victor driving the Gerry realised that Dan was sitting Gerry and Victor were on the new purchase, they headed for by the hedge back at the scene of lookout for a new shell and the Irvinestown. But they didn’t the crash… pair kept scanning the roads for get too far before they realised That didn’t put them off; they Civics. By sheer chance, they the gallon of oil was there for a were re-united and ended up spotted a chocolate brown one reason, the engine was on the second in class in a wrecked Civic in Lisburn and they flagged down way out and seized before they that brought much attention the driver and asked him if he was got home. The Civic was dubbed wherever they went. interested in selling the car. The ‘Paddy Murphy’ and the two “I kept saying the worst has owner, Paddy Murphy, told them Civics were built into one car for happened,” recalls Gerry. “I had he was, so the deal was done on the 1979 season. It went to win to ring my uncle and ask him for the spot. Paddy took the cash countless class titles and Gerry a new shell and he told me that and the radio out of the Civic and won the 1980 Northern Ireland Honda don’t do shells… Victor set off walking home… Rally Championship in it…

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The Italian Connection

Words and pictures: Kevin Glendinning

Kevin Glendinning reports on this rebuild of an ex-Andrea Aghini Subaru P2000 now belonging to Donagh Kelly…

he term ‘World Rally Car’ was given to rally cars that were built to conform to a new set of regulations introduced for the 1997 season and beyond. These new regulations allowed manufacturers greater freedom with the design and technical specifications from the then existing GpA rules. The 1997 season saw two works teams develop their newgeneration world rally car (WRC) in line with the new rules for the season ahead. The Subaru Impreza WRC 97 (also known as the ‘S3’) and the Ford Escort Cosworth WRC were developed by the respective companies highly successful GpA cars. To this day 20 plus years later, ask anyone to list their favourite world rally car, the two-door Subaru Impreza, originally developed for the 1997 season, will surely come top of most lists. Over the following four competitive seasons, Subaru through its partnership with Prodrive, continued to develop

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the Impreza, producing a further three evolutions of the car. The final two-door Impreza released by Subaru was the S6 or as it was better known, the P2000. This is the car in which Richard Burns won the world rally championship in 2000, Burns and co-driver Robert Reid claimed three event victories in the P2000, including winning their first time out in Rallye de Portugal. Here in Ireland, the P2000 was a highly competitive car, well suited to the Irish roads and as a result there were numerous examples of the Subaru P2000s on our stages. Co Antrim based Derek McGarrity was the broker of all cars coming out of the Prodrive factory and this allowed us to experience these wonderful machines on our stages. There were 16 P2000 chassis built, chassis number 2 was used by the works team as a test car and was driven by Juha Kankkunen in the Exide Rally 2000 which was held in Finland. It was registered as V10 SRT and moved into private hands in 2001 when it was purchased by the Italian team Procar. Diego Oldrati

was the driver and he competed in the Italian Rally Championship that year. Also competing in the chassis number 2 car in various Italian rallies under the Procar banner was Andrea Aghini and Vovos Armodios. In 2002 the car remained in the Procar team and the car became very well-travelled competing in rallies in Portugal, Madeira, Lebanon and Italy. In 2003 the car was sold by Procar and arrived on these shores in the hands of Dungiven businessman Kevin Lynch.

Lynch had a plan to promote his business KPL Utilities through rallying. He’d a five-year plan around rallying. Kevin started rallying in 2002 in a GpN Impreza but decided he needed a WRC to get him closer to the front of the field. The first rally of 2003 was the Eurocables Rally based in Kirkistown. A relative unknown Lynch surprised many by taking a top10 finish. It was the start of a busy campaign as he went on to compete in 21 rallies in 2003. V10 SRT allowed Kevin Lynch to gain valuable miles the length and breadth of the country on both gravel and tar. The car also gave Lynch with then co-driver Martin McNicholl their maiden victory on their local event the Dogleap Stages. At the end of 2003 V10 SRT only made sporadic appearances as Kevin had purchased a Subaru S9. The car remained in the Lynch camp and in 2006 Kevin’s son Sean took part in the Dogleap Stages and took a fine eighth overall. It was then used in a couple of gymkhana type events as Kevin and Sean made an attempt to become the Ken Block’s of Ireland! The car was then parked up. In 2013 through the KPL business, Kevin was in contact with another Utilities entrepreneur and successful rally driver Donagh Kelly. Donagh discovered the S6 was available and a deal was

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struck. Initially, Donagh intended competing with the car on gravel events. When the car was stripped back for a rebuild it was discovered that quite a bit of work was required. VSM are the guys Donagh entrusts with all his car preparation. Paul Flanagan is the owner of VSM and in conjunction with

Donagh decided the car needed a full nut and bolt restoration. This became a long term labour of love. Some parts were non-existent or incredibly hard to get but time was taken to track down or fabricate bespoke components. The car was worked on sporadically when the guys in the garage had the time and when parts that had to be sent

away for refurbishment returned. It was a slow process but it was agreed that to do the car justice it should be done correctly. The body shell was completely stripped and all fabrication work completed on it to the highest standards before it was sent away for painting. Items such as the fuel tank were discovered to be beyond repair, searches across the globe revealed that a replacement wasn’t available. So Paul tracked down the company who originally manufactured the tanks and they were able to fabricate a tank to the exact specifications of the original tank from the year 2000. Many of the cars that have undergone restoration over the years are sprayed the famous

Subaru Blue and are in the 555 liveries, Donagh wanted V10 to be different from the rest. Researching into the history of the car turned up the Andrea Aghini connection and it was agreed that this would be a fantastic way to finish the car. The results of the rebuild are absolutely stunning, Donagh used the car at the recent Deja Vu Donegal where the car turned a lot of heads and drew many admiring glances. Asking of his plans for the car reveals that he’d love to get the car out and enjoy it. When it was suggested the Italian fans would love to see the car at Rally Legend in San Marino, with a wry smile he replied ‘now that’s a plan’!

Donagh Kelly - Winner of the Monaghan Stages Rally 2019

Thank you to all the team, marshals, motor clubs, officials & Our Sponsors Laois Hire, Northgate Vehicle Hire HSS, Donnelly Group, KN Group for their help this year CarSport

By Leo Todisco

RallyLegend – never to be forgotten!

Frank Kelly entertains the spectators at Rallylegend

epublic of San Marino. It was a memorable edition of Rallylegend. This year the presence of Thierry Neuville and the Hyundai Motorsport team, under the direction of Andrea Adamo who also attended, and of Andreas Mikkelsen, Craig Breen, Ken Block and Mattias Ekstrom brought the fans out in their thousands. Double World Rally Champion Miki Biasion was the icing on the cake. The result was, once again, four intense days of great passion and a celebration of yesterday’s and today’s rallies. If the many young people attending have crowded the hospitality and the special stages to celebrate today’s heroes, for fans with grey hair Rallylegend Heritage has created a plunge into a glorious past, materialized in about twenty ‘four-wheeled wonders’, that made so many eyes shine with emotions. He certainly wasn’t looking for victory, even if he didn’t struggle to get it. Thierry Neuville, co-driver Nicolas Gilsoul and the Hyundai i20 Coupe WRC dominated the race. Always spectacular, Paolo Diana in his Fiat 131 Racing won the “Pirelli Jump in the Legend” award.

A perfect replica of Miki Biasion’s 89 San Remo winning 16v Integrale

Craig Breen in action in a 555 Impreza.

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Anecdotes aplenty at the Eifel Photos: McKlein

The quattro Sport makes a splash at the Eifel Rally

nce again, the Eifel Rally attracted some of the best cars and top drivers from around the world who recounted some of their favourite anecdotes. Timo Salonen related how he had had to park his Datsun at the 1981 Argentina Rally in the last special stage. According to the information he got from the team, it was said that his co-driver and he would be picked up soon. As time dragged on and hunger and thirst tormented them, they chatted to local residents and, in exchange for the fancy Datsun team jackets, they were given food and drink, including wine. The night was cold, the waiting Datsun duo lit the spare tyre to keep themselves warm. Eventually, after the other four tyres on the car had also served as a heat source, they flagged down a passing pickup, which, however, was heading in the wrong direction. After a few hours of driving, they organised a taxi in a larger settlement, which took them to their destination in Tucuman. They arrived at the hotel around 09.00am. The rest of the team were sitting happily at breakfast, celebrated their second and third

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places overall with the other two cars and had completely forgotten Salonen and his co-driver, Seppo Harjanne. Harald Demuth celebrated a reunion with the actual Audi 80 GLE with which he had scored the first WRC points in Audi Sport’s history at the 1979 WRC round in Portugal. At the same time back in Germany, the two-time German Rally Champion was also involved

weekends, we drove events in the Audi 80 GLE with a very modest 165 horsepower and front-wheel drive - I always thought my feet would fall asleep,” the Bavarian smiles and added: “The worst thing about it was that we weren’t allowed to tell anyone what we were developing and how great it was.” This phase lasted for two years for Demuth,

Stig Blomqvist and Timo Salonen at the autograph signing. in the development of the Quattro. “It was like going crazy. During the week we tested the Quattro prototype with all-wheel drive and turbo engine and got to know this new dimension of rallying better and better. At the

and eventually marked the beginning of a new era in rallying. For former World Rally Championship co-driver, Louis Moya (World Champion in 1990 and 1992 alongside Carlos Sainz) a dream came true in Daun. He

was allowed to sit alongside his idol Stig Blomqvist (World Champion 1984) in the Ford Escort WRC. “It was as always: Professionally prepared, I opened the logbook and guided Stig to the stage. But I had overlooked the fact that we should go to the second stage and not to the first,” the Spaniard admitted later. Nevertheless, he was able to prove his quality - he found the way without any problems from the start of the first to the start of the second stage. He was enthusiastic about the driving style of his new chauffeur: “ Stig is still incredibly fast and really only steers for parking. He makes all other changes of direction with the car using very little movement on the steering wheel.” The date for the tenth anniversary edition of the ADAC Eifel Rallye Festival is set. From 23rd to the 25th July 2020, the tenth edition will take place in the Vulkaneifel centred, as usual, around the starting and finishing point of Daun. As in the previous nine years, around one hundred and sixty rally cars covering fifty years of rally history will bring the fans to the tracks of this fascinating sport over the Festival weekend.

INTERVIEW: PATRICK SNIJERS

Patrick Snijers on his famous 1988 Manx International Rally win Photos: RallyRetro.com | Roy Dempster | Andy Crawford

by Rob Wilkins

Patrick Snijers and Dany Colebunders memorable victory at the 1988 Manx Rally in the BMW M3.

elgian rally superstar Patrick Snijers lives and breathes rallying. He has won multiple titles and has taken over 40 victories in the European Rally Championship alone and he is still competing competitively today. It’s his dominant win on the Manx, on his very first visit in 1988, though that is arguably one of his finest and here he chats to Rob Wilkins about that success and his long illustrious career… Patrick, people over here still talk about your triumph on the Manx International Rally: how does that make you feel? It makes me proud because it was a big achievement in my career and one of the best wins I have ever had. It felt good from the first moment I arrived in Douglas and practice was

good too. It was a tough rally for me and every year or every six months it appears on Facebook and everybody talks again about it - the fantastic driving with that BMW and everybody is waiting until I drive again a BMW in the Belgian Rally Championship or wherever. It is a good souvenir, a great memory.

“It was a big achievement in my career and one of the best wins I have ever had…”

What do you recall most about going to the Isle of Man for the first time? I went a couple of times over there and like I said, from the first moment we arrived there, it felt

a little bit like home. The roads were fast and difficult but it felt okay and that was surprising. Sometimes you have a rally where you do a lot of practice and you don’t feel it, but the Manx was a rally where I felt it immediately. It was an easy rally actually. Was there any secret with how you got to grips with the technical stages there so quickly? I just like fast rallies. When it is too twisty it is not my thing. I like it when it is really fast and a little bit bumpy, then I feel good. With the Prodrive team we had a very good set-up. We lifted the car two centimetres at the rear compared with how we ran it in the Belgian Championship, but the rest of the car stayed the same. We were immediately really fast over the bumps and the car felt okay. The only thing was we used a lot of rear tyres because the grip was not fantastic and we

were running out of tyres going into the final day. I called David Richards [Prodrive boss] and said: ‘You have to find me new tyres even if you have to go to Italy’, but then on the last day the new tyres arrived, although they were circuit tyres, not rally tyres. It was okay though and it was enough to get the win. Looking at the footage from the time the Prodrive BMW M3 looks spectacular – just what was it like to drive there? It was a long time ago, but I remember with that car I could practically write my name with it! It wasn’t a heavy car to drive and the balance of the car, I never had a better balance with a car: every corner was almost the same and that is really important in rallying. It was actually a simple car but fantastic and especially the sound with the open exhaust – everybody went crazy for it.

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by Rob Wilkins

What do you make of rallying today and the fight this season in the WRC between Sébastien Ogier, Thierry Neuville and Ott Tänak? I think Tänak is the fastest at the moment and also the Toyota is fast too: he has the better package. But it will be a fantastic fight and there is still a long way to go. It is difficult to say who will win. Yeah some drivers are complaining, like the French driver, Ogier, he is always complaining, but he is a great driver and Neuville is good too, although sometimes he misses little chances. For me any one of the three can win the title and for sure I would prefer my friend Neuville to win it, but we will see. Neuville will still have some opportunities in 2020.

Any plans to do any ‘proper’ rallies in Ireland in 2020? I would like to come back and we spoke about that recently [at Déjà Vu Donegal 2019]. Everybody thought it was a good idea. Maybe we could do the Donegal or something similar? I have seen a couple of stages now there and it would be really nice to do that event in the Porsche, but for that we need some extra budget. It is [currently] only a big maybe. VIDEO: Check out footage of Patrick Snijers and his “breathtaking display of forceful driving” on the 1988 Manx International Rally on YouTube. Just type in: ‘1988 Manx Rally’ and sit back and enjoy… At the end you won 25 of the 39 stages and beat Jimmy McRae’s Sierra Cosworth by 30secs, with Phil Collins and your nearest European Rally Championship rival, Fabrizio Tabaton more than 6 minutes back in third and fourth, while Malcolm Wilson and Pentti Airikkala rounded out the top six. How satisfying was it to beat them all? It was almost like a dream. From the beginning I was one of the fastest drivers there and they were trying hard. It was just fantastic to compete against

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Patrick Snijers in action in a Moss Tiles sponsored Escort Cosworth on the 1996 Lurgan Park Rally

them. They were some of the big names in rallying and I beat them all. It was a good feeling, a fantastic feeling actually. I also remember on some stages we were too quick and we had some ‘bogey’ times. If you were too quick you couldn’t have that time: there was a maximum time you could gain on some stages otherwise the difference between Jimmy and I would have been even more than 30 seconds. I was at the beginning of my career then too and after that win I had a proposition off Prodrive to do World Championship rallies in 1989 with the BMW and I also had another proposition, from my own sponsor, Bastos Cigarettes, to do the World Championship with Toyota. I stayed with my sponsor and maybe I did a small

mistake there and should have choosen Prodrive because the year after they came with the fantastic Subaru. But anyway, it was not that bad and I still had some good opportunities, but maybe it was not the best choice at that moment for my career. Another one of your wins that people remember over here is your victory on the Lurgan Park Rally in 1998. How much fun was it to do that event with the Ford Escort WRC and with co-driver Willie McKee? The Lurgan Park Rally was always good fun and I had a lot of beers over there: the Irish guys are fantastic people. But I went there a couple of times and always

Lurgan Park in ’97 in a Toshiba backed Escort WRC

made small mistakes and on the Lurgan Park you have to do fast stages, but you cannot afford to make any errors. Then one of the last times I came, I came with my proper rally car and then it was, I can’t say it was easy, but it was easier to win than before. It was a nice victory and special times with my Irish co-driver, Willie McKee. Did you enjoy going to Ireland for that event? Yeah, it was always fun. You could do the practice on a bicycle, which was strange, but a good event, especially because it was such a nice atmosphere and there were a lot of nice people over there. But it was a tough rally, even though it was small and in the park.

Celebrating success with Willie McKee in 1998.

Patrick still rallies in Belgium in a Porsche 911

That event, like the Manx, attracted some of the legends of the sport - Ari Vatanen, Gwyndaf Evans, Mark Lovell and so on. Did you get to socialise with them at all? Yeah for sure. Jimmy I knew from before and I had spoken a couple of times to Ari as well. Last year I was in Ireland and I spoke with Russell Brookes and it was all nice memories. Then you see you are becoming old and that is not a good feeling, but I am still competing in the Belgian Championship and I am still fast and I still have some fun. Do you wish you could have done more rallies in the UK and Ireland – and how did they compare to those in Europe at the time? When I came to England, or especially to Ireland, it was always a good feeling and I felt immediately at home. Maybe it was a pity I couldn’t do more.

I have done a couple of other rallies over there, like the Pirelli Rally in the Subaru with Willie McKee in the forest stages, but we went off and in 1979, I did the RAC Rally in a Ford Escort Mk II, but that is a long time ago… f***ing hell! You’ve been blessed to have a long and successful career in rallying and are still active in the sport today. Any regrets? I think I have had a fantastic career, but like I said, after the Manx in 1988, I had the chance to do the full World Championship with Prodrive, but Bastros tried to get me with a bigger contract and they said I can also do the World Championship with them. We only did four rallies with the Toyota though - Monte Carlo, Corsica, Acropolis and Sanremo - and it was not very good. That is maybe, as I have already mentioned, one of the mistakes in my career. If I had

stayed with Prodrive I could have had a better career in the World Championship. That is the only regret I have, although I still became seven-times Belgian Rally Champion, I was Dutch Rally Champion and I was European Rally Champion and I was second a few times too in the European Championship. I only did ten rallies in the World Championship, but I had one pretty good result: a second place in Sanremo as well as a sixth in Monte Carlo in 1989. So after all, it is not that bad. How much does it frustrate though you that you didn’t get more runs in the WRC? It is a pity and in 1989 with the Toyota factory team it was hard to fight at that moment because the normal drivers who were competing knew the stages already and I was the new guy. So I hoped the year after we would do the same rallies and I could go for a real good result, but then Bastos, said it is too expensive and we don’t get as much publicity as in Belgium or in the European Championship. That was a shame because it could have been a ‘break out’ and if I had some results I could go maybe to a factory team and do more World Championship events. It is the only thing I regret in my career. Can you remember when you started rallying back in the late 1970s and how you got into the sport? Yeah, I started in 1977. I got a Toyota Corolla and during the weekends I went with my rally

by Rob Wilkins

club. We did small rallies, say 40 km long, usually from bar to bar and that was my first schooling in rallying. I also did some rallies that my father didn’t know about until one night he caught me and said: ‘Now we will lock your car up for two weeks’. But then one night after I came home with my first cup, he agreed to help me. My father got me a new Opel Kadett car for 1978 and then my career really started. In your early days you were known as one of ‘the three musketeers’ along with Robert Droogmans and Marc Duez. How did they come about? About a year and a half after I started rallying, I was only 19 or 20 years old, and I knew Ford Belgium had Gilbert Staepelaere, but he had to stop and was looking for younger drivers to take his car. I was thinking I could get that car, but then I heard Droogmans and Duez were already involved and I thought I was too late. But we had contact with Gilbert and he said: ‘Oh yeah, but I am already full for next season, but maybe I can offer you four rallies’. So I started the rally in Ypres and they only had one Escort and we were three drivers: Duez did the Belgian International Championship and Droogmans did the National Championship – in those days there were two different championships in Belgium. Then it was my turn to do the rally in Ypres but the week before Droogmans crashed the car in a national rally, it was a total loss, and Gilbert said: ‘You have to come home, we don’t have a car’. Then I called my father and he tried to find a car and he called lots of people, but Gilbert eventually came back and said: ‘I have found a car for you at David Sutton but it is a gravel car from Hannu Mikkola from Portugal’. I started in that car, in a 100 per cent tarmac rally, and every corner the front was lifting on the inside - like in the good old days - but I still finished fourth: first Escort behind three Porsches, it was a good result. Some rallies before the Ypres we also rented a car and Droogmans, Duez and I drove the same rally and so we were fighting against each other. It was a good thing. We continued to fight against each other over the coming years and they called us ‘the three musketeers’. If one of us had done it solo without the other two we would never have become as good. It was a challenge to beat them: we

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CELEBRATION

by Rob Wilkins

Dany Colebunders and Patrick Snijers at the 88 Manx awards ceremony. were fighting all the time and we learned a lot. After that, say 20 years later, we were all three of us the top rally drivers in Belgium and even in Europe. So we fought against each other and became better and better. You were active during the Group B era, just what was it like to drive those cars? It was a pity because I drove the Lancia 037 and then when the ‘real’ Group B cars came out I still drove the Lancia 037 and Droogmans had the Ford RS200 and Duez had the MG Metro 6R4: so I was the only one of us with two-wheel drive. It was a challenge to beat them, but it was impossible really as the cars they had were better at that moment. Then we were working to have a Delta S4, but they cancelled Group B after all the accidents [the cars were banned after Henri Toivonen and his co-driver Sergio Cresto were killed in Corsica in 1986 – Ed] and that was my small career in the Group B cars, I only drove the Lancia 037. You’ve taken multiple titles as you highlighted: what title means the most to you today? Probably the European Championship title in 1994, that was fantastic. Also my first Belgian Championship title was nice: after five or six, you don’t mind it anymore, but now these days I have lost my record [as the man with the most Belgian titles] as Pieter Tsjoen has won eight. I remember one year I lost the title by half a point and I didn’t mind: I said: ‘Yeah, but I have so many titles’. But at a certain moment it is okay. It is the first one though and the European Championship: these are the two best. When you reflect on all the cars you have driven over the years, which one or ones gave you the most pleasure to drive? It is difficult to say because almost always I had one of the

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best cars, but I think the BMW M3 that I drove on the Manx in 1988 and throughout that year was probably one of the top ones because it was so easy to drive and it was fast and fun. Also the Escort Cosworth and the Lancia 037 were fun and now in the last couple of years the big Porsche 997 GT3 with the big engine is really fun to drive too. It is fast but you cannot compete against the R5s. That is the difficult thing, but the Porsche is much more fun than an R5 – that is 100 per cent sure. The noise is great and all the spectators wait for me if I drive the Porsche. So now in the future we will stop with the R5 bulls**t and we will go back with the Porsche and having fun for a couple more years. How do you stay motivated and what makes you want to continue competing in the Belgian Championship?

Maurice Hamilton and Drew Wylie with Nikki and Bob Bell.

James McMurray, Peter Dickson and Colin Conyngham from Bridgestone.

This year [2019] we started with the Polo R5 and it was difficult to fight against the youngsters as they have already had a couple of years in these cars. It was getting better and better, but now in the last few rallies we have stopped again because it is very expensive. We will go again in the Porsche for the rest of the season and we will have fun again. Do you ever have any thoughts of retirement or are you just keen to keep on going? I don’t know why I should stop. Last year [2018] with the Porsche we finished fourth overall in the Belgian Rally Championship and first in the two-wheel classification. If I have a sponsor and they will pay some of the costs, we go on, and for sure, I am still a young boy at heart! I don’t know, maybe we don’t do the full championship anymore in years to come but I will try to go on for a couple of years and then there is still classic or historic cars to try...

Maurice Hamilton, Martin Donnelly, P J Fallon, and Geoff McConville.

James Walker and Stephen Shaw.

OF MOTORSPORT 2019

he 25th Celebration of Motorsport evening attracted the largest number of guests to the event ever at the Culloden Hotel on 6th December.

Guest speaker, Formula One managing director of motorsports Ross Brawn, gave some insights into the future of F1 going forward and the new plans for 2021 cars in a fascinating interview with Maurice Hamilton. The surprise presentation of the Outstanding Achievement in Motorsport award by Ross Brawn to Colin Turkington was another highlight in a memorable year for him. Thanks to the generosity of those who donated memorabilia for auction and items for raffle the event raised a record ÂŁ80,000 for the Sparks charity in aid of Action Medical Research for children. Two paddock passes for any 2020 Grand prix donated by Ross Brawn raised ÂŁ8,500!

Presenter Pamela Ballantine interviews Eugene Laverty

A year of successes for Charlie Eastwood

Maurice Hamliton interviews F1 Supremo Ross Brawn

Clio Cup champion Jack Young

Michael Hall, Niall Creighton and Philip Young. Pamela Ballantine, Ross Brawn and Alan Graham

Kerry and Garry Jennings

Stephen Mawhinney and Bill Blair.

The 2019 Celebration of Motorsport organising committee.

Jimmy Mills and George Robinson.

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By Aaron McElroy

Tom Geraghty’s Escorts Photos: Trevor McGrath – Rallyprint

Tom Geraghty owns a number of Escorts including this ex Robert Droogmans Belga Escort.

hat started as a search for a shell to build an inventory of parts into; resulted in the restoration of one of the most instantly recognisable Ford Escorts ever to grace a rally stage. When Tom Geraghty bought YCD 988T it was poles apart from what it looks now. So much so, that it wasn’t until long after he got it home that he, or rather his son, figured out that their latest project lived a previous life on the continent as part of the famous Belga Rally Team. “This car appeared in Motoring News and I answered the ad. I bought it even though it was in a desperate state. The wiring loom and seats were torn out - the inside was a disaster. All the stuff was thrown into the boot. You would have wanted a good heart to think about restoring it.” “I brought it home and it was my son Mark who said it’s an exBelga car. I checked it out and he was right. I had the log book but it showed the car in plain white colours for the simple reason that competition logbooks didn’t exist at the time when it was in Belga colours.” The car started life at the hands of Hubert “Eldis” Saelens, a Belgian rally master and one of the founders of the Ypres Rally. In the tail end of 1980, Robert

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Droogmans took the reins but it was the following year when it was draped in red and white that it took on its iconic identity. With the backing of Belga, YCD 988T was Droogmans’ weapon of choice for the 1981 Belgian Rally Championship and European Rally Championship. Pentti Airikkala also did a spell behind the wheel as did a young Swede Stig Andervang. Like many cars of the time, the exact history is somewhat muddied as to who did what in it and when, but from what is known and certain, it was

a successful and well-known car – something Tom was keen to verify and maintain. “I couldn’t believe it was a Belga car, so I got all the photographs and history I could find on it. I went back and got all the livery recreated and brought it to its original condition. Ok, there are a certain number of changes you have to make, the likes of old copper brake lines and stuff like that, you don’t use that anymore, and so you replace that with modern braided lines. But other

than that, it’s as is.” Christophe Jacob is the man behind the Escort Rally Special, an event created solely for the celebration of the Ford Escort in motorsport. He is also the owner of a sister Belga car and was instrumental in providing paraphernalia and photographs and to help get YCD 988T back on the road. Tom’s efforts to return the car to former glory culminated in bringing it back to Belgium where it had most of its success. At the request of Christophe, Tom and his friend

By Aaron McElroy

Pat Caulfield made the journey to Chimay for the 2019 edition and lined out alongside over 80 Escorts and some of the world’s best drivers. It was an experience he is very grateful of. “It just was unbelievable to see. To have such an entry is very rare, especially in 2019. And then of course we had an awful lot of people over there who were delighted to see it back in its original colours. I enjoyed doing something like that, to drive the car after saving it.” The car also attracted fans

at home, when Tom took it to Gowran for the Festival of Speed – he even had some famous faces get behind the wheel. Both Ari Vatanen and Patrick Snijers took it for demonstrations in years gone by, but perhaps most significant was when this year, Robert Droogmans visited the event and took his old car for a number of runs. Tom says it drew attention because it’s a “real” Ford Escort. “It’s been in a lot of hands and they’ve all enjoyed it immensely. I think it’s because it’s going back to the original Escort era. It has

the original ZF gearbox and BDA engine of a Group 4. An awful lot now have sequential boxes and Millington engines and the devil knows what; but this is going back to the days when it won world championships.” Tom would categorise himself more as an enthusiast with a nice garage than anything else. He says he has never been one of those people to chase the history of a car and follow up on it. He just looks to rebuild what he has in as close to its original state as possible. Case and point

would be his Broadspeed Escort. Rumoured to be the only one in existence, it came to him in a haphazard fashion. Arnie Black was on the lookout for an injection system for a Crossle, when he came across the Escort that had the parts he was after. It was suggested Tom would buy the car and keep all, minus the injection system which would be for Arnie. After much debate, he eventually caved in and made the purchase. However, after years of letting it lie, when he came around to working on the car he wasn’t happy with the replacement Butterfly system for the simple reason it wasn’t original. The correct system was located and everything from the Cosworth engine to the shell was rebuilt from the ground up. In its Castrol livery, the car looks the part; but unfortunately due to its rarity it doesn’t get many outings. The last time Tom took it out was at the Spirit of Dunboyne a few years back, but he says it can’t be enjoyed to the same extent because replacement parts simply don’t exist. This is an exception to Tom’s rule of keeping cars. He believes in working on the cars you own and being fit to take them out for a spirited drive. He says there’s enjoyment to be gained from the “built not bought” experience of working on projects in the

CarSport

By Aaron McElroy

evenings and weekends after work. “I wouldn’t call myself a collector, it’s just a hobby. I regard a collector as someone who isn’t short of cash and buys a car to put it into storage and look at it. I’d sooner buy a car in its sins and bring it back to life.” Elsewhere in his inventory are two Escorts with a lot more Irish pedigree. These are the ex-Donie Keating and Dan Lannon car, 8102 HI; and DMB 857X – a car driven by both Roger Clarke and Kenny McKinstry. Tom describes the list of projects as neverending, but not something he’d have any other way. “It’s like an LP; they are projects that went on for a number of years. From first time I sat into a BDA Escort, I was smitten. As far as I was concerned, there was no other vehicle like it, and it’s the same today. To stand in forestry and listen to a Group 4 is music, that’s the only way I can describe it. I just have great time for them.”

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Tom also owns an ex-Kenny McKinstry and Roger Clark Mark Two, plus a Broadspeed Mark One Escort – thought to be the only one in existence!

HSR’S THE STAR!

Photos: Roy Dempster

or Andrew Bushe, originally hailing from Stoneyford near Lisburn, but now residing in Crossgar, County Down the completion of this ultimate Historic Vauxhall Chevette HSR was a realisation of a dream. Although at times it has brought the thirty-nineyear-old a few nightmares! “I think my obsession with the Chevette HSR started for me aged three going to watch the Circuit of Ireland with my dad. Russell Brookes won it that year in a HSR. It was also the first rally I taped off TV, and watched it that many times I knew the commentary! In my teens I began tracing a few ex-works Chevettes and we ended up with three over the years, dad keeping CVA 751V, the McRae Circuit and Donegal winning machine. Since childhood I always wanted to rally a proper HSR and after an eight-year break from the driving seat I thought it was the time give it a go!” The rear wheel drive HSR Chevette is a big change from Andrew’s previous rallying, which was all in front wheel drive, starting off in a Group N Nova GSI, in which he scored a class

win on his first event. “I used my student loan to help to finance running the car at the time. It hadn’t much power, but handled well and was excellent over the jumps in the forests.” He progressed to a Peugeot 106 Cup Car and with this machine took Circuit of Ireland honours finishing as high as twelfth overall and taking class wins in 2003, 04 and 06 with second in 2005. In 2006 a full attack at the Irish Tarmac Championship was undertaken. “We had help from Ears and Kumho Tyres that year, and Gerry McGarrity did an amazing job with the car set-up. It was a fabulous time, a brilliant car wee car to drive, even though we were giving away about 80 horse power.” Indeed, he mixed it that year with the likes of Darren Gass and Brian O’Mahony in the Super 1600 Ford’s, the engine in the 106 Cup Car still having the original scrutineer’s

seal on it from the 1999 Peugeot Cup. “We did all the rounds bar the Jim Clark, and had a DNF on the final day in Donegal. I clipped a rock on the Glen stage and broke the steering arm whilst holding a minute and half class lead over James Wozencroft in the Suzuki Ignis S1600. That was gutting but the wins in Galway and on the Circuit of Ireland were the highlights.” A move to left hand drive and the ex Niall McShea Saxo Kit car for 2007 brought more

technology but also more headaches. “Despite a complete rebuild things still broke, a driveshaft on the Circuit, gearbox in Killarney, crown wheel and pinions on the Ulster and in Galway. It was a much faster car but also very fast to empty the wallet! There was run of seven rallies in a row with mechanical retirements.” On the Tipperary Stonethrowers the Saxo was pedalled to seventh fastest overall on the first stage, thirty-five seconds ahead of the leading

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C2 R2 Cup runners before more gearbox issues. However, in between a twelfth overall on the Clare Stages 2008, fourth on the Bishopscourt Summer in which he was leading overall before alternator failure. Seventh overall, first in class and amongst the top modifieds on the tarmac Glens of Antrim showed the pace when everything stayed together. “The Saxo was a super car when it was going, great braking force, brilliant feel from the steering and a thrill to drive.” The final front wheel drive machine was a Citroen C2 Super 1600. “That was a great car, stronger and faster than the Saxo, but very sensitive to set-up. We had some great runs but I only got to do a few events in it before we had to sell it.” A trip to Rally Antibes with Citroen in 2009 was a great experience despite the brake pedal going to the floor on the mountainous stages! On a damp first day on the Circuit of Ireland 2010 Andrew had worked the C2 up to an amazing sixth place overall, first two-wheel drive and was trading times with some of the WRC cars when a puncture picked up a mile into an eighteen-mile night stage cost many minutes. Second overall and first two wheel drive at Bishopscourt was another good result, but after only five events the car had to go, being sold to a Belgian team as work took

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priority. During his lay-off from the driving seat he put time and energy back into the sport as co-ordinator for the ANICC Junior 1000 series, and by 2014 the HSR project was well under-way. “I

acquired a good Chevette base and from there the work started. It took almost four years to build, doing it as I could afford to and every spare penny I had went into it. Luckily my wife Lee was supportive as we didn’t take many

holidays or spend much on the house during this time.” The attention to detail is superb on MIA 6800, with the car being built to the ultimate full works DTV specification, with more modern safety requirements to meet MSA and FIA Historic regulations. “I had been recommended George Shields of GSM-Sport to do the fabrication and what a great recommendation. He did an amazing job, and ended up responsible for the high standard of the build of the entire car. I must have been a nightmare to deal with as I was very fussy about things being like CVA, but George was able to replicate a lot of the original DTV items which couldn’t be got like the submarine style header tank, navigator’s foot-rest, spare wheel holder and alloy lamp brackets. Other bits like the works rear inner panels and dry sump tank I had re-manufactured also.” The body is to the ultimate full Group 4 HSR specification with hundreds of hours spent in the transformation, a full Custom Cage supplied by Euro M-Sport being fitted for safety. “For me it had to be built as a proper 2.3 twin cam HSR and for that I needed an HS cylinder head and thanks to David McIlfatrick I acquired a head which I was able to get re-worked in England. Sourcing all the engine parts

Andrew Bushe with his HSR Chevette

was a tedious job, and the crank, rods and pistons were all made to my own requested works specification. Everything where possible was brand new, with the odd older part rejuvenated, like an exhaust manifold I had purchased from Bertie Law when I was nineteen. You must be patient, as parts are hard to find and generally not off the shelf- in fact the crankshaft took 35 weeks from drawing to delivery. That’s where it’s different from a BDA

where everything is new and off the shelf, whereas my block saw service in a Bedford CF van. All the castings are at least forty years old, and it is always a slight worry.” Despite the best efforts with a virtually new engine, and a promised 240-245 bhp from the all steel, dry-sumped unit the initial first engine build was costly for the wrong reasons. “The first night the engine started the valves tipped the pistons and that

was the start of it. A replacement set of pistons and a block later we feel that we now have recovered from the initial build. I was at a very low ebb earlier this year, was spending a lot and still not getting to rallies because of the engine. However, George decided to take on the task of rebuilding it this time, and we used some original DTV engine build sheets to check all the finite measurements ourselves. With a little added assistance on carburation from Roy Brown and the guys at Dynotune’s rolling road it’s never run better, as I found out at two recent sprints at Kirkistown.” The 5-speed dog-leg ZF gearbox is a gear-kit built purchased from Montgomery Motorsport into an original Lotus Sunbeam casing, and was built with great care by John McBride. “John has a wealth of knowledge and even back in the Super 1600’s was rebuilding gearboxes that were quite complex. Local parts suppliers like Montgomery Motorsport were very useful for the Group 4 parts with Fred Crawford supplying the AP brake and Atlas axle parts, and Race and Rally the fire system.” The car uses Bilstein suspension with the same spring and damper rates developed by Tony Pond back in 1981. “I think that’s in reality when Chevette development stopped, yes they ran on in ‘82 and ‘83 with Blydenstein Racing, but with little specification changes. It’s a contrast to the MK2 Escort which is still being developed to this day.” On the car’s debut on a very wet Bishopscourt Rally 2018 with Chris McSherry co-driving, it won the Historic section, a feat repeated in 2019 with Ivor Lamont in the hot-seat. 2019 was quite a year for the Bushe family with new arrival James arriving on 10th September, the DTV theme continuing as he is partly named after Jimmy McRae! Andrew hopes for 2020 to be able to get more events to really learn the car and tackle the Northern Ireland Rally Championship, with the Easter Stages and Ulster rallies also on the bucket list. However he admits some assistance needs to be found if this HSR Chevette is to be seen regularly challenging the MK2’s on the stages. “I’d like to give it a real go, I still think the Chevette is capable of mixing it with the MK2’s but ultimately I do need to pick up a few sponsors to be able to get out regularly and really get the most from me and the car.”

Tech spec

Full works DTV Grp 4 HSR fully fabricated shell, also painted and built by GSM-SPORT Custom Cage Fibreglass external panels by Fibretec Fully aero-quipped through-out Engine- 2279cc HS twin cam Steel crank and rods Forged Pistons Big valve head to works spec Works spec cams with Vernier pulleys and solid lifters DTV idlers and remote filter Lucas 43 Distributor Pace 5 port dry sump pump Twin 48 Dellortos on original DTV short manifold DTV original high-rise exhaust manifold Original DTV style submarine header tank and oil catch tank

Transmission ZF 5 speed 1”23 direct top built by John McBride Atlas F/F rear axle with Lsd Original DTV 35 degree bellhousing AP Twin Plate clutch Brakes AP Monte Carlo front with vented discs AP CP2382 rear with vented discs Works spec pedal box Original DTV fluid reservoirs and alloy mounting Suspension Bilstein shocks all round to factory ratings Group 4 strengthened front crossmember and wishbones Works front and rear anti-roll bars Fabricated DTV spec rear links Quick rack- 2.5 turns Group 4 alloy hubs all round Interior OMP winged seats MCF seat belts OMP deep dish steering wheel Works flocked fibreglass dash, handbrake cover, gear-box cover, navigators dash-pod Custom navigators footrest- DTV copy Stack gauges SPA plumbed in fire system Custom wiring loom Custom made alloy fuel tank by GSM-Sport Custom made dry sump tank with separate original DTV breather Original DTV rear panels remanufactured Sponsors Agnew Recovery Services Rally Retro.com Adams Transport Thanks to everyone who assisted in any way with the build.

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The Dunnions – three generations of motor sport enthusiasts

Rally driver Mike Dunnion with his granddaughter Holly who races karts

ike Dunnion has been rallying for 45 years and is best known for his exploits in Vauxhall Chevette HSRs. As he celebrated his 70th birthday in 2019, it seemed the ideal time to become reunited with a HSR again having sold his ex-Ger Buckley car back to the Buckley family a few years ago. The chance to purchase GIW 550 arose but what Mike didn’t know was that his granddaughter Holly would take such a shine to the Group B car. Mike’s son Michael has raced karts for many years in the KZ2 class At Club level Michael was Rotax Max Champion (2016), KZ2 Gearbox Champion last year and has finished 3rd overall in the Motorsport Ireland KZ2 Class this year, his first year competing at National level. Michael’s daughter Holly also races karts and this year joined the Formula Female team. Twelve year old Holly is from Duleek, Co. Meath and was first introduced to karting when she was 7 years old at Athboy Kart Track with the

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Holly Dunnion with her dad Michael

Holly can’t wait to get behind the wheel of her grandfather’s works Chevette HSR!

Tullyallen Karting Club (TKC). “At the start, I only did a handful of races and didn’t take it too seriously,” says Holly. “In August 2018 I was at Mondello Park and I met the girls from Formula Female – Nicci Daly and Emma Dempsey. I got to learn about Formula Female, meeting the girls and hearing their background in the sport made me realise that I am in fact just like them. “They both come from motorsport backgrounds and they both have a passion for the sport, just like me. It was the first time I realised that I had role models in motorsport. This realisation encouraged and inspired me to become more serious about my racing. “Since then, Formula Female has been a huge part of my career. They asked me to become a brand ambassador to help spread the message and the vision to increase the participation of young girls in the sport. They have supported my racing career with a brand new kart livery and bumpers. They also promote my racing career throughout their campaigns and social media

GIW 550

Three ex-works Chevette HSRs…Mike Dunnions GIW 550 with the sister cars belonging to Ger Buckley and Mervyn Johnston. platforms. “All this encouraged me to get my Motorsport Ireland race licence so I could compete in the Motorsport Ireland Karting Championship. My first MI race at Mondello was a huge learning curve, but having made friends with other girls in my class it was such a fun weekend. I can’t wait now for each race…” Holly saved her best performance of the year for the final round of the MI Karting Championship in Watergrasshill, Cork. A clean sweep of first place finishes in the Cadet Novice class, first in Heat one, Heat two, Prefinal and Final, ensured her best results all year. Her clean sweep of wins earned Holly the MI star drive award for September. She also placed the top Novice Cadet driver in the Motorsport Ireland Championship in only her first year competing in it. A great first season for Holly and a fantastic way to end her year. She is also the first female to get her name on the MI Novice Cup. Holly’s grandfather Mike has had a long and distinguished career and started rallying in 1975 in a VW Beetle doing mainly night navigation events but also some forest and tarmac stages. An ex-Derek Mc Mahon ex-John Coyne Sunbeam Stiletto followed

before he switched to Avengers in 1979. His first, a home built 1600 Group 1 brought many class wins and with Chris McNally they finished the year overall runner up in the National Navigation Championship. The next Avenger used the same running gear and 1980, with Dave Stone, saw Class wins on the Circuit, the Manx and the Cork 20 as well as many Class wins at National level and a Class wins in the Tarmac Championship, National Stages championship and 2nd in Class in the British Open Championship to Per Eklund. 1982 brought good results in the ex-John Coyne 2 litre Sunbeam but despite many Class wins and top 3 Overall finishes, the National Stages Championship was lost by a single point at the end of the season! And the winner that year, Ed Colton, beat Mike into 2nd Overall in Carlow by a single second so it could be said he lost the championship by a second! “In 1983 a works drive in the Dealer Opel Team Ireland Group A Opel Manta built for Rosemary Smith, brought class wins in the home Internationals and in the Tarmac Championship as well as second Overall in Group A,” recalls Mike. “This was a rallying high point for me and I often

think what would have happened if I had accepted the Opel deal for the following year, i.e. ‘buy the Manta and DOTI will help run it’? Earlier that year a hired Chevette HS (XVA 620T) expired on the first stage on the Circuit (at the same point as Coleman’s hired Escort). However that one stage in the HS gave me an appetite for Group B cars which led me down the Chevette route rather than the Manta route. “An ex Works HSR (FZH 524 which had started life as AVE 345V) for 1984 brought 6th overall in Galway, 11th overall on the Circuit and 8th overall in Donegal before crashing heavily in Cork while 4th and a solid 3rd in the STP Tarmac Championship. “The car was re-shelled by Safety Devices in Jan ‘85 and Galway (6th), Donegal (DNF engine), Ulster (DNF gearbox), The Lakes (6th) and Galway

The National Stages Championship was lost by a single point at the end of the 1982 season! 86 (7th) were the only events before selling to take some time out. In late ‘86 I bought the ex-Buckley works HSR (666 NPI) and did selected events in the Ears/Motoring Championship in both ‘87 and ‘88 and was in contention for the overall win by mid season but missed events dropped me to 5th overall in the end. “As the homologation on the HSR had run out I built a Group A Sapphire Cosworth and started several Internationals in ‘90 and ‘91 but just couldn’t get the

GIW 550 started life as a HS competing in UK Club and National events driven by Neville Armstrong. Originally registered as WEF 960S, one of the car’s earliest claims to fame was that it crashed through a barn on a fast right hand bend on a special stage… It was later converted to HSR specification by Ian Jamison who competed in it on the 1984 Manx International Rally. Like many Vauxhall Chevettes from the period, it ended up in Ireland and was re-registered as GIW 550. John Kennedy and later John Gileece recorded many top finishes in the car including top ten finishes on the 1999 Donegal International and Cork 20 rallies. By then it was repainted red and went on to be used by multiple Irish Forestry Champion AJ Keating but later fell into disrepair before being discovered by HSR restoration expert Mervyn Johnston in 1986. Thirty years on from its last rally successes it has now been rebuilt into a new shell with a few modern twists such as updated electrics and a later Vauxhall twin cam engine. The rebuilt car’s first outing was at the Rally of the Lakes in Killarney in May 2019 with Mike Dunnion behind the wheel. reliability I had been used to and the car was sold. The HSR, which had been in storage, was wheeled out for selected events but rising costs and business pressures got more and more in the way of serious competition.” The ex-Ger Buckley Chevette HSR was mothballed for many years until Mike decided to get it rebuilt for historic rallying and used it on a number of European historic events. Ger Buckley’s son Paul heard that his father’s old car had been rebuilt and bought it off him. The HSR bug had bitten Mike hard and another HSR, GIW 550 was acquired in 2019 and used on the Eifel Rally. Mike’s family travelled out to Germany with him and it was here that his granddaughter Holly decided that she wants to rally the Chevette and plans to become the youngest female historic rally driver! Given the family pedigree, it’s only a matter of time before Holly is at the wheel of the HSR…

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Work of

Pat Burns recounts the lengthy rebuild of his ex-ART Group A Lancia Delta Integrale 16v…

PHOTOS BY Roy Dempster / Stefan Mai

By PAT BURNS

had been looking for a Lancia Integrale, an itch that I had to scratch ever since I attended the Pentti Airikkala driving school way back in 1988 where Pentti used 8v Integrale school cars. As the 90s wore on, Subaru Legacys and Toyota Celicas were the cars to have and the Integrales became less desirable, then Homologation ran out in 2000 and many were parked up in the corner of workshops. By the time it arrived in Northern Ireland TO35194M had been well used and needed a complete rebuild including a new roof, front panel and windscreen surround. Quite a few years previously, I met Dean Heatherington at an event and got talking to him about Lancias as Dean was a works rally engineer, firstly for Talbot (having built Henri Toivonen’s RAC Rally winning Sunbeam Lotus KKV444V) and later for Ford Motorsport in the

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ART – Alessandrini Racing and Technology prepare two Integrales for the 1989 Rally Bohemia Sierra and Escort Cosworth era. Dean became Miki Biasion’s engineer when Biasion left Lancia for Ford and Dean was also very friendly with one of Lancia Abarth’s top engineers called ‘Zurlo’. It’s fair to say that Zurlo speaks as much English as Dean speaks Italian, but that never seems to have held them back

from enjoying themselves on events. Dean gave me Zurlo’s phone number and a quick call to Zurlo put me in touch with Fiorenzo Tovo of Sintesi Motorsport. Sintesi had been formed by a couple of ex-Abarth and Lamborghini F1 engineers and were rebuilding ex-works cars for

Italian customers and reproducing works parts. Fiorenzo was tremendously helpful and could answer any technical queries with a quick phone call to Zurlo. Fiorenzo is quite a character, he loves Ireland, Red Breast whiskey, is President of the Ford Capri Owners Club of Italy and is the lead singer of Italian folk band

THE WORK BEGINS The car had had a hard life, competing in a lot of rough gravel events including Costa Smeralda and Rally New Zealand. Gilberto Pianezzola

‘Fred e Cocchi di Mama…’ Alessandrini Racing Technology (ART) was one of a number of semi-works Italian rally teams that built and ran Lancias in the 1980s and early 90s. ART concentrated on the Italian and European Rally Championships, with a selected number of World Rally Championship outings and operated on a similar level as Grifone, Astra Racing, and the Jolly Club. It turned out that Lancia Delta Integrale 16v TO35194M was built by ART in 1989 to compete in that year’s San Remo Rally.

Usually the ART team used exworks cars, but as the new 16v engine was only going to make its debut at the ’89 San Remo, no spare 16v works cars were available so ART built the car themselves. It was built to works standards, with full roll cage and strengthening as well as a works 6-speed dog-box transmission. Paolo Alessandrini (owner of ART), along with his brother Alessandro co-driving, were seeded at number 20 on the ’89 San Remo and finished the event in 8th place, the highest

rolled the car on one occasion, while it is also believed that the car ended up in a river on another event – something that became obvious as the rebuild took place… The front and rear wings had a lot of filler in them so the decision was taken to convert the car to wider Evo spec. This work was entrusted to Colin Hagan MBE of Riverpark Training in Mallusk. Riverpark Training is world class and students from the centre have won five medals in Car Painting at World Skills,

Paolo Alessandrini Paolo, with his brother Alessandro navigating, first started competing in the early 80s in a Porsche 911 before progressing on to Group B cars in 1986, He started the year in a Lancia 037, then moved up to a Delta S4 and the brothers took outright victory on the Tenerife Rally. There was also an outing in a 205T16 as well as two trips to Pikes Peak hillclimb in the USA plus an outing in a Range Rover on the Paris-Dakar Rally.

By PAT BURNS

the most recent being held in Kazan, Russia. Colin, along with right hand man David Frizell, stripped the car down to a bare shell which was then blasted and aligned on a jig. During the rebuild Colin discovered a water mark inside the car from the earlier visit to the river! The team at Riverpark also reckoned that they put at least the third roof on the car by the look of it. The cage itself had stood up to the years of abuse

PHOTOS BY Roy Dempster / Stefan Mai

non-works entry. Paolo and Alessandro went on to use the car on a number of Italian and European Rally Championship events before it was hired out to Gilbert Pianezzola who went on to drive for the Esso/Toyota teams, and also to Michele Rayneri who now heads up the Ferrari Classic Department. Gilberto reckons the car was a little heavier than the works examples. ART added extra strengthening to the car while works cars used titanium for items like engine brackets as well specially commissioned thin glass for the windows… Don’t even mention trick fuel… As the 90s wore on, ART was running Piero Liatti (with Alessandro co-driving) in firstly a Sitma Packaging Machinery sponsored Subaru Legacy and then an Impreza WRC. ART would also go on to run Volvo 850s in the European Touring Car Championship.

With the change to Group A cars in 1987, Paolo and Alessandro competed initially in an Audi 90 quattro before changing to ex-works Delta HF and Integrales. The brothers led the World Rally Championship round in the USA, the Olympus Rally before retiring from the event. Paolo’s company ART ran a number of drivers in the Italian and European Championship including Gilbert Pianezzola and Michele Rayneri and in later years Piero Liatti joined the team with Alessandro Alessandrini co-driving for him. Mamdoah Kayhet won the Middle East Rally Championship in an ART Delta Evo while the team also ran Touring Cars for Volvo in the European Touring Car Championships in the mid 90s. Paolo passed away suddenly in April 2012.

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ByPAT BURNS

fairly well and Colin and his students at Riverpark welded on the new roof, front panel, windscreen surround and rear Evo wings, most of which were still available through Fiat parts at the time, though this is not the case anymore unfortunately. Lancia Abarth usually finished their cars in white on the outside and silver grey on the inside and the car was painted at Riverpark in PPG paint, who always supplied the paint to Lancia for all the special edition road cars. Meanwhile, the engine was moved up to engine builder Mervyn Johnston in Magherafelt who usually builds Porsche 911 and works Chevette HSR powerplants. Experts online expounded on the difficulties of Integrale twin cam rebuilds but compared to 911 engines, the Lampredi designed twin cam unit rebuild was relatively

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straightforward. Road cars run balancing shafts in their engines but these are taken out on rally cars and when the engine was being rebuilt (quite a few years ago) fortunately Astra Racing still had stock of ex-works engine parts. The transmission was not so straightforward. Works cars used a 6 speed dog box built by Italian gearbox specialists Brena Clemente and there were 3 different generations of six speed gearbox, R70, R70 Doppio Supporto and R90 (fitted to the last of the Evos, lottery win required). A strip down of my R70 Doppio Supporto showed damage to a few parts and a broken tooth on the final drive. The Integrale transmission set up utilises a limited slip front diff and a viscous centre diff bolted to the gearbox at the back of the engine with a rear Torsen LSD on the

back axle. The centre diff is a viscous coupled unit, similar to those used on Sapphire and Escort Cosworths so mine was shipped over to Bara Motorsports in England who were able to rebuild it. This all sounds relatively straightforward but it actually took quite a few years and when everything was eventually sorted the front transmission was brought up to Derek McGeehan of McGeehan Motorsport in Draperstown who TIG welded a crack in the casing and put it all back together. The engine and transmission were assembled by Paul McLaughlin at

During the rewiring Ronald thought that the rear light clusters were very dull. He disassembled them and discovered that the rear clusters were still full of silt from the car’s trip into the river! Mervyn Johnston’s in Magherafelt when the shell, looking like new, returned from Riverpark Training. During the interim years, the works 16v suspension had been traded in for wide track works Evo set-up. By now, all the Astra Racing ex-works parts had been bought by Stefan Burkart of Delta Parts in Germany. The fully rosejointed works suspension was all made by Abarth and uses 41mm Bilstein inserts and Eibach springs. Brakes were also upgraded to Evo spec, with 332mm bells and rotors on the front and 278mm at the rear with Brembo 4 pot calipers all round. The car had received a number of upgrades

during the 1990s, with an Astra Racing water injection kit and a Lamborghini designed ‘Carlos Sainz’ air intake system both being added to the engine. Many works parts are no longer available but my good friend and engineer Stephen Best was able to redesign and remanufacture some one-off components for the car. With the engine and transmission back in, doors, bonnet and bootlid back on and glass in the car, the next stop was with Ronald Montgomery. Ronald is the brother of Malcolm Montgomery who owns Montgomery Motorsport in Augher and Ronald is the Nikolai Tesla of rally car electrics. Ronald is superb at rally car electrics and is completely self taught. Thankfully, the set up on the Lancia is fairly similar to that on the Sierra and Escort Cosworths that Ronald knows inside out so it wasn’t too much of a problem for Ronald to rewire the car. Unsurprisingly, after the rewiring, Ronald discovered a fault in the Magneti Marelli ECU. The ecu had to be shipped off to specialists in Europe who were able to find and cure the fault and when the ecu was put back in the car it started first click. A momentous occasion. I was warned by Mervyn Johnston not to over rev the engine until it’s run in and only start it if there was a sensible adult present. During the rewiring Ronald thought that the rear light clusters were very dull. He removed and disassembled them and discovered that the rear clusters were still full of silt from the car’s trip into the river many years previously! Early 2020 should see the suspension geometry being sorted before a few runs out in the car and I look forward to the chance to drive an Integrale again for the first time since the Pentti Airikkala driving school thirty years ago…

Group B â&#x20AC;&#x201C; Fast and Furious!

lessandro (Alex) Alessandrini is the younger brother of Paolo. He co-drove for Paolo when they started rallying in 1984 in a Porsche 911, winning the Rally Alto Appenine the following year. 1986 saw a switch to a Lancia 037 with a move up to a Peugeot 205T16 and then a Delta S4 later in the year. The brothers used Group A Deltas from 1988 to 1990 and in 1993 and â&#x20AC;&#x2122;94, Alex co-drove for Piero Liatti in an ART-run Subaru Legacy and then in Impreza 555s winning a number of events together. Alex is a chemist who now runs his own pharmacy in Castellarano near Modena, Italy. Q: How did Paolo and you get involved in rallying? How did you manage to compete and study to be a pharmacist?

Brothers Paolo and Alessandro Alessandrini in action in a Group B Lancia Delta S4 at the Pikes Peak Hillclimb in 1987. Photo: Reinhard Klein

having enjoyed many good results and suffered many broken bones, he decided to quit motocross. It was easy and natural for him to

industry. Paolo was the one who should have studied pharmacy, but he liked engines... So I started a second degree in pharmacy

in was a red Porsche 911 group 4 in 1982. Q: When did Paolo open A.R.T? A: Paolo opened ART in 1986 to support our racing. Q: What was your favourite car to compete in? Our favourite car to compete in was the Lancia Delta S4 Group B followed by the Peugeot T16 evo 1 and Lancia 037, both Group B. Then the rules changed to Group A for safety reasons. It was the correct decison, but Group B cars were fast and furious! I also remember the Range Rover prototype we competed in Paris-Dakar 1987 (the longest Paris-Dakar ever). The best race ever! Q: What was your best memory while you were competing with Paolo?

Alessandro and Paolo celebrate success on the 1989 Rallye Bohemia. Photo Stefan Mai

Paolo, who was a year older than me, was very fond of engines and motorsport. He started competing in motocross when he was 12 years old, falsifying his documents as he was too young. At the age of 25,

turn to rallying. And it was very easy and fun for me to be his co-driver.

which was quite easy for a chemist (10 more examinations plus thesis).

By then, I had already got my degree in chemistry at the university, and I was working as a chemist in the ceramic tile

Q: What was the first car you competed in? A: The first car we competed

The highlights were the ParisDakar 1987, Pikes Peak 1987 with the Delta S4 (I was in the car and it was fantastic, in 1988 Paolo did the Race to the Clouds alone) and 2 Olympus Rallies in Washington State, 1986 in a Delta S4 and 1988 with Delta HF 4WD Group A when we finished 6th in front of Bjorn Waldegard and Jorge Recalde (a good friend of ours).

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By Pat Burns

Heritage Heaven

The new Fiat Chrysler Automobile Heritage Hub at the Mirafiori plant in Turin has over 250 cars on display.

elinda Carlisle once crooned that ‘Heaven is a place on earth…’ Well, for fans of Italian cars, the new Fiat Chrysler Automobile Heritage Hub in Turin comes pretty close to it. In the former Fiat factory a brutal 490bhp Group C Lancia Beta Montecarlo turbo rub shoulders with tiny Fiat Topolinos; a Group B Lancia Delta S4 looks angrily across the polished floor at a 1908 Fiat S61. The Heritage Hub, is based in the old Officina 81 building in Via Plava on the massive Mirafiori site. This site is home to FCA’s Heritage Department and its mission for safeguarding the priceless heritage of the Group’s Italian brands. The Heritage Hub contains all the important models from the glory days of Fiat, Lancia and Abarth – the brands most closely linked to the Turin area – and also of Alfa Romeo. The original building has been given a careful conservative restoration which reflects its industrial nature: the historic mustard and green colours, the cement flooring and

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the latticework effect of countless metal pillars. There is an overwhelming display of cars: the 15,000 m2 of the Heritage HUB has over 250 vehicles on show. These are authentic jewels of the FCA Heritage collection – some never exhibited before. The

central area features eight thematic exhibitions, each of which highlights eight cars from different eras and brands: the oldest dating back to 1908, and the most modern to 2008. Archistars This area focuses on motor car

architecture. The Lancia Lambda is a prime example. It was the first car in the world based on a supporting unibody, the pride of Vincenzo Lancia and also the Lancia Flavia, the first Italian model equipped with front-wheel drive and disc brakes on all four wheels.

By Pat Burns

Concept and Personalised cars The cars collected in this section show original bodywork and fittings and shift between dream car utopias and the more concrete dimension of concept cars and custom-built cars, part of Italian body shops’ tradition of creating personalised and unique cars. This section therefore boasts some very different examples: the Fiat 130 Familiar and Panda Rock

Moretti – both of which belonged to members of the Agnelli family (owners of Fiat). Eco and Sustainable Many Fiat Group projects since the early 1970s have prioritised environmental issues, with the aim of creating vehicles that limit their ecological impact during

manufacture, use and disposal. Prototypes of compact electric cars also stand out, such as the X1/23 of 1974 and the Ecobasic of 1999, an engineering jewel in terms of both engines and components. Epic Journeys This section includes a selection of cars which have been used on extraordinary adventures: for example the Fiat Campagnola AR51 that drove the length of

Africa from Cape Town to Algiers in 1952 in a record 11 days, or the Fiat 1100E which in 1953 completed the first single-driver around the world tour, covering over 72,000 kilometres. Records and Races This section features cars that

Fiat 500 Star and Rockstar 500 miles ahead of the opposition

Fiat’s massively popular small car, the 500, recently sold its three millionth model. The 500, the best selling city car in Europe has two new additions to the range, the 500 Star and Rockstar. Fiat has decided to create an even richer, more elegant trim: the 500 Star. One of the main features of the new version is the brand new metallic White Stella finish, matched to chromed detailing, 16-inch alloy wheels and Skydome glass roof, all offered as standard equipment. The Fiat 500 Star is available as a hatchback or convertible with a choice of a 1.2-litre 69hp petrol engine, with manual or Dualogic automatic transmission, or the 0.9-litre 85hp petrol Twin Air engine with six-speed manal transmission. For customers who want a vehicle with a bolder personality,

the new 500 Rockstar version stands out from the pack with a style that combines the rugged aesthetic features of the Sport. These include the more aggressively styled front and rear bumpers and the side sills, with style details such as the fixed glass roof, 16-inch alloy wheels and the details on the bodywork in satin finish chrome.. The interiors also mirror the elegant sporty feel of the exteriors and, as in the Star version, here too they are brand new. The 500 Rockstar can be had in hatchback or cabriolet guise with a choice of petrol engines; 1.2-litre 69hp, with manual or Dualogic automatic transmission, or the 0.9-litre 85hp Twin Air with five-speed manual transmission. Interestingly, 62% of all sales are outside Italy, which is still the largest market followed by Great Britain, France, Germany and Spain. The success of the 500, thanks to its styling and personality, looks set to run and run.

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By Pat Burns

have left their mark through participation in speed and duration races, or achieved successful attempts at breaking world records. The two oldest

You’re only supposed to see the bloody test track!

Fans of both Fiats and Minis should treat themselves to a city break in Turin. The former five storey factory at Lingotto, opened in 1923 and closed in 1982, has been turned into a hotel and shopping centre as well as headquarters for Fiat

cars, the Fiat S61 and the 12HP “Alfa” Sport – a competition version of the first car built by Lancia – were both produced in 1908. Alongside these models is

Chrysler Automobiles, but the original banked test track used by Fiat and featured in the original ‘Italian Job’ car chase is intact on the roof. The Lingotto Hotel is not particularly expensive and if you ask at reception, they will give you a key to a service lift that brings you up onto the roof test track. Certainly well worth a visit. www.NH-hotels.com

a Formula 1 Lancia D50, three of the most glorious record-setting cars built by Abarth in the 1950s and 1960s and two Endurance race champions: the Lancia Beta Montecarlo Turbo and the LC2. Small and Safe Maximum safety and reduced dimensions: a theme on which both Fiat and Lancia brands have always worked since the early 20th century. For example, in 1933 the introduction of the supporting unibody on the Lancia Augusta – the first closed car in the world to adopt this revolutionary patent – contributed to an increase in torsional rigidity and greater safety in the event of a collision. Style Marks These cars represent milestones

and key references in the field of motorcar design. The Lancia Aurelia B20 stands out as one of the first Gran Turismo touring sedans. The Rally Era This Heritage Hub area has no shortage of World Championship winning machinery ranging from the Lancia Fulvia HF 1600, which won the 1972 Monte Carlo Rally, the Ferrari engined Stratos HF, the victorious Delta Integrales and the Fiat 124 Abarth Rally and 131 Abarth Rally cars. These cars alone are well worth the visit.

At the time of going to print, the FCA Heritage Hub was still not open to the public as the necessary permits hadn’t been released by the Turin Council, but this may well change during 2020…

EX WORKS 1991 LANCIA DELTA INTEGRALE "DELTONA" - TO 35378S

Northern Ireland’s best

Fiat & Alfa Specialist Diagnostics : Repairs: MOT Prep All Makes and Models

T: 028 9262 1377

Unit 4 Rathdown Close, Lissue West Industrial Estate, Lisburn, BT28 2RD

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AVAILABLE SOON AT RALLY REPLAY

Rally Replay launched at Rallyday Castle Combe

Eduardo Bresolin was the star of Rallyday in his Group B S4 Delta.

ally Replay was successfully launched at Rallyday held at the Castle Combe Circuit every September. This is the UK’s premier rally show with over ten thousand fans attending each year. To mark the occasion they brought 1994 World Rally Champion, Didier Auriol and reunited him with his “old” Integrale for the first time in nearly three decades. The car in question was the vehicle that he drove to two dominant victories at the 1000 Lakes Rally and Rally Australia back in 1992. Auriol was also joined by Alex Fiorio, a two time runner up of the World Rally Championship and son of former Lancia and Ferrari team boss, Cesare Fiorio. Rally Replay also laid on an exworks Lancia Delta S4, two other Integrales, and an Abarth 131 Group 4, all former factory cars. Joining them was a period Ivevo Daily Ex Lancia Martini service van, Fiat 131 Abarth Stradale and a Lancia 037 Stradale. A line-up of cars not often seen at a UK based event. There was no doubt that the star of the show was the Lancia Delta S4, driven by Edoardo

anonymous sales and increasing access to these treasures which until now have gone under the radar. Rally Replay director Paul Billett said, “We were thrilled to reunite these legendary drivers with the cars that brought them glory. This epitomises what Rally Replay is all about – recreating the iconic moments of rallying’s rich history. Alex Fiorio and Didier Auriol Bresolin, more often than not sliding its way out of the hairpins of the “legends stage”. A rare treat to see the rare Group B car driven just as they were designed to be. This is part of Chichester-based Rally Replay’s mission to restore classic rally cars and put them back where they belong – on the gravel and tarmac and in front of

adoring fans. Rally Replay has brought together an elite team that aims to provide a complete heritage service – from sourcing rally cars of all eras, full vehicle restorations to providing unique, fully detailed history files to show what made these cars famous. This is opening up the historic rally car market, challenging the tradition of

Rally Replay co-founder Adam Midghall said, “No-one else is doing what we’re doing – exclusively focusing on sourcing lost and hidden gems of the rallying world and bringing them back to life, reviving, reliving and celebrating their history. “We are very happy that everyone has enjoyed seeing the cars and drivers we had laid on for Rallyday and hopefully they brought back memories of the various Golden Era’s of Rallying.”

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THE MOTORSPORT COMMUNICATION EXPERTS

SUPPORTING THE MOTOR SPORT COMMUNITY

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PAT BURNS PHOTOS By Eymard Brennan

Time Traveller – a tale of two Minis…

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Gerry McGarrity with his two Minis, a 1959 bodied Cooper S and a rear wheel drive Yamaha engined Traveller.

he Mini is celebrating its 60th birthday and Gerry McGarrity has two Minis at either end of the production spectrum an original 1959 bodied Cooper S and a rear wheel drive Yamaha R1 powered carbon fibre bodied Mini Traveller… The McGarrity name is well known and respected in all types of motor sport in Ireland. Race driver, rally driver and engineer Gerry McGarrity has an impressive motorsport family tree. His uncle Patsy was a very successful motorbike road racer while another uncle, Harold, was a top Formula Atlantic race driver. Cousin Derek is eight times Northern Ireland Rally Champion while another cousin, Kevin, also raced right up to F3000 level around Europe. Needless to say, motorsport runs through Gerry’s veins. From his base in Irvinestown he first came to prominence in the late seventies producing giant-killing acts in both races and rallies in his 1300cc Honda Civic. As well as a very successful career, Gerry was responsible for building many

small and cost effective rally cars such as Suzuki Swifts and Peugeot 106s. He has also guided and mentored some of Ireland’s top rally drivers including Mark Fisher, Kris Meeke, Gareth McHale, Alastair Fisher and the Moffett brothers. More recently he has taken up sprints and hillclimbs in an historic Mini and again produces giant-killing acts. At a recent sprint at Kirkistown, he won his class and was trading tenths with the bigger Escorts and Chevettes. Gerry’s classic green Mini is registered as 1965 but the shell is a really early example that doesn’t have a recess around the windscreen. These shells were only used in 1959 and 1960. This is the lightest of all Mini shells and the car weighs in 590kg compared to the similar example belonging to good friend and sprint nemesis Mervyn Johnston that weighs 680kg. The same owner kept this Mini for 30 years and looks like it was used for competition right from the start. Gerry acquired the Mini by chance. A few years ago his friend Dermot O’Hagan spotted it on ebay and told Gerry about

it. Gerry tried ringing the mobile number on the ad but couldn’t get though. Gerry contacted ebay who were able to give him the correct number and he spoke to the owner and bought it unseen. The original owner had sold it to his next door neighbour who bought it for his son, but then decided it was too good and too quick for his son to learn to drive in… Ironically, the neighbour came from Monaghan so there was plenty to talk about! The previous owner had taken out the engine and gearbox so Gerry soon got his hands on a replacement. It runs a 1293cc Cooper S engine with a mild road/ rally camshaft and a Weber 40 carburettor. Gerry fitted a new gearkit and tightened up the limited slip differential. He spent time setting up the suspension and got shock absorbers made by Gaz Suspension to his own specification allowing for adjustable bump and rebound. As it competes in the Historic class, the Mini has to use road going tyres. Gerry thought he would take it out occasionally for a bit of fun with his old mates Mervyn Johnston and Gary Milligan…

he soon realised they take the competition very seriously and he was bitten by the bug too! Having had a long and very successful career racing and rallying a Honda Civic against more powerful cars, Gerry soon got to grips with the Mini and in the past three years has won three Hillclimb Championships and two NI Sprint Championships. The 2019 season went down to the last round as Gerry missed the first couple of rounds due to ill health as he was undergoing cancer treatment which has continued throughout the year. “The Mini has 100bhp and that’s it,” says Gerry. “You can’t really do much about that output and if you had any more power the traction away from the startline would suffer. All the modifications are done to period specification and it doesn’t compare to an Escort of the same era except in the wet… unfortunately there weren’t too many wet sprints or hillclimbs this year! “At this stage it’s all about the craic. I did 6 sprints and 6 hillclimbs in 2019 and won all of them but missed 4 events along the way. The radiotherapy leaves

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PHOTOS By Eymard Brennan

PAT BURNS

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you feeling so tired. It’s like you’ve got a flat battery. You’re dog tired all day and then you can’t sleep when you go to bed at night. At some of the events I was barely able to complete the practice run and one single timed run. I even fell asleep in the car at one of the events and Gary Milligan had to wake me up. But the sprints and hillclimbs are so well organised they are brilliant, Davy Evans and his team do a great job and they are great for perfecting your driving style and are so competitive because every tenth counts. Many people don’t appreciate how good sprints and hillclimbs are for driver development. There are always 70 or 80 entries so there are a lot of cars in every class and everybody gets quicker. It’s great in that you can get up on a Saturday morning, go by yourself if needs be and be home that evening and have had a great day.

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“McAleers do a great job with the timing so you can study the results and see where you’ve lost or gained time, if improvements to the car have made much of a difference. You get plenty of seat time too with two practice runs and three timed runs. It’s great for upping your game. “You can’t afford to lose time anywhere. If you look at the World Rally Championship, three seconds might separate the top five drivers over a 30km stage. There are no rally drivers anymore drifting out of junctions, everyone is a race driver taking clean lines and getting set up for the exit of corners.” It’s fair to say that from the outside Gerry is driving the door handles off the car but really it’s all about carrying as much speed through the corner as possible to make the most of the 100bhp he has to play with. It’s going to be a different story though in 2020

as he will have the Yamaha R1 powered Mini Traveller to play with. The R1 Mini uses most of a Traveller body with carbon fibre panels and roof. The Traveller body is the longest of the Mini wheelbases and the longer wheelbase helps the rear wheel drive handling. The Yamaha R1 engine is installed behind the driver and drives a Kaaz limited slip differential via a chain drive. The Yamaha gearbox is retained so the gear lever is pushed forward for first and then pulled back for second to sixth gears. Not the sort of thing you want to get wrong! Radiators and coolers have been moved to the front of the car. A Yamaha R1 motorbike can reach 176mph but Gerry hasn’t worked out what his Traveller will top out at; he has only had one run out in the car, at St Angelo airport and it certainly proved

startingly responsive. The R1 is the engine used in the World Superbike Championships. It’s a 998cc liquid cooled 16 valve double overhead camshaft 4 cylinder unit and in the bike, it can accelerate from 0-60mph in 2.9 seconds and 0-100mph in 5.4 seconds. It produces close to 200 bhp and revs to 13,750rpm. It is a very serious piece of equipment and Gerry will be calling on all his years of experience to get the best out of the car. While the Mini is heavier and creates more drag, it’s certainly going to keep Gerry on his toes! Gerry has only had a few laps of St Angelo airfield in it, but the R1 has already created an impression on him: “It’s the most fun I’ve had in any car I’ve ever driven,” he says… “It has serious potential…” Gerry and his R1 engined Mini Traveller is something to watch out for in 2020.

PHOTOS By Eymard Brennan

PAT BURNS

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orthern Ireland’s largest family-owned new and used vehicle retailer opened the doors of its new £6 million Jaguar Land Rover showroom in early 2019. Located at the Donnelly Group’s flagship Moy Road Dungannon site, the 50,000 sq. ft. showroom has added Jaguar to the dealer’s already extensive repertoire and is now home to the first and only premium brand outlet anywhere in Mid-Ulster. Featuring the new Jaguar

Land Rover ‘Arch’ concept which seamlessly brings both brands together under one roof in a modern, bright, spacious, ambient setting, the showroom provides a superior experience for Donnelly Group’s loyal customer base and new customers alike. Executive Chairman Terence Donnelly was a great proponent of Mini rally cars in the 1970s. Here he is in his Mini Cooper AJI 2020 on the 1975 Galway Summer Rally. Photo: RallyRetro.com

new spaceframe Mini will be out in action on Northern Ireland speed events in 2020. Portadown production engineer Stephen Best has a new 1600cc A Series powered spaceframe Mini which will be making an appearance during the sprint season. The DFR spaceframe car is powered by an ultimate spec 1600cc A Series engine, originally built by Armagh’s Richard Douglas for Andy Kittle’s rallycross Metro. The engine is fuelled by a Weber 40 carburettor and drives through a Jack Knight straight cut gearbox and limited slip differential. Stephen competed on the sprints and hills in 2019 in his Citroen C2R2 rally car.

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By William Neill

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It was Magic! M

INI Magic - Ireland’s MINI track day and meet – sponsored by MINI Ireland took place on September 15 at White River Park between Dundalk and Drogheda. “At WillPromotion we are delighted to have support from the car manufacture, but also to have MINI support the MINI Magic event makes for a great relationship,” said Event Director and classic Mini owner, William Neill. With excellent motorway links owners from across Ireland – north and south – gathered to take part in the two aspects of the event for owners and fans which this year had the extra celebration of 60 years of an icon. The twisty track day allowed owners of rally, track and, importantly, road MINIS of all ages to get on track at a cost-effective €95 or £85. Those who wanted to be involved but in a more relaxed way could take part in the show with access to track viewing area, an event programme and a chance to win spot prizes including passenger runs. Keady’s Barry Lesson was among the first to commit to the format and he was a sure entertainer in his trusty Clubman while track fist-timers took classic and modern-spec MINIS on track to experience the same thrills at their own pace. Ronan O’Carroll said; “I had a great day on track – very well organised.” And Feargal Driver was impressed on the first edition to return with two cars, one for himself and another for friend Clive Bradshaw. For future developments from the organiser visit WillPromotion. com and MiniMagicEvents.com.

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Photos: Trevor Foster / RallyRetro.com

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By David Finlay

Ken Irwin – almost 80 and full of joyful passion for motorsport…

Ken Irwin driving Guy Foster’s Mini Special

message comes through from CarSport HQ asking if I would like to interview Ken Irwin. Really? The Ken Irwin who has been at the top of autotesting for so long he has nothing left to win? The man who invented the Mini Special, a type of car which still reigns more or less supreme in the sport after nearly four decades? Too right I’d like to interview Ken Irwin. The meeting takes place in the hour after the Ken Wharton Memorial International autotest at Chateau Impney near Droitwich. Ken isn’t competing but he has prepared several of the cars. As it has been so many times before, the event is a triumph for Northern Ireland, which beats the Republic by nearly a minute when a tenth of a second would have done just as well. Ken claims that he is a few months short of turning 80, but I’m going to have to demand a recount because he doesn’t look

Ken in action on the 77 Donegal Rally in an Avenger even close to that, and certainly doesn’t act like it. He approaches autotesting in particular, motorsport in general and life as a whole with what at first seems like boyish enthusiasm but I come

to think, as the conversation continues, is rather more than that. The term ‘joyful passion’ enters my mind and won’t be shifted. He talks of a childhood in hill

country near Castlederg (where he has owned a garage for many years) with no money, no shoes and no cars, unless you count his father’s Fordson tractor. His first motorsport event was an autotest

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By David Finlay

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Ken rallying a Sunbeam on the 1982 Donegal Rally in 1964, when he was in his mid 20s, and he went on to take part in rallies, autocross, rallycross and hillclimbs. The first activity on that list took up a lot of his time. He competed in the Donegal Rally fourteen times, with best results of seventh in a Sunbeam and eleventh in a Talbot Samba. “The one thing I regret,” he says, looking back on those days, “is that I never had an Escort BDA. I never could afford it.” Autotesting came to dominate his life, though. He believed he could win everything in the sport if he tried hard enough, and did just that. He won the Northern Ireland championship (the most difficult of them all, he says) six times, the Hewison twice, the BTRDA and RAC once each in the same year and the Scottish once. And then there was the Wharton, essentially the World Cup of autotesting. He was on the dominant Northern Ireland team fifteen times, and achieved his ambition of winning every class in the event. He did this in Minis of various kinds, a Metro, a Westfield, the ex-Lee Lucas Beach Buggy and, of all things, an Austin 1300 GT. (How do you set up a car with hydrolastic suspension for autotesting? Ken smiles enigmatically and murmurs something about dampers.) What made this run of success

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possible? Determination is one answer. “If you want to win, you’ve got to be determined, not just in driving but in your whole attitude.” And you need the right machinery: “No matter how good a driver you are, you’re no better than the car.” Being able and willing to devote time is important too: “I did 48 events one year. The wife nearly left me!” Top competitors in every form of motorsport know all this. Few of them go so far as to invent a different kind of car, but that’s what Ken did in the early 1980s when he sliced away unnecessary parts of a Mini saloon to create the first Mini Special, which was lighter and had much better visibility for reversing. It was cut down only to the bottom of the windows, but a trend quickly developed to remove everything behind the A pillar to a line just above the tops of the wheels. The ‘classic’ Mini Special, not including cars which have been cut so much they no longer look like Minis at all, has remained basically the same ever since. The only major development, if you don’t count the two-speed forward-and-reverse gearboxes now common throughout the sport, has been the use of Vauxhall Nova engines. I used to think this was because of parts availability and the opportunity of having more power, but Ken says

Ken gives some tips to rising star Guy Foster

Ken with some of his trophies that he had acquired by the mid eighties. that Mini parts are as easy to get as they ever were, and that some autotest cars are too powerful for their own good. The real reason the Nova engine works, he feels, is that it’s mounted further ahead than the Mini one. Having weight up there means there’s more traction when pulling away forwards from a stop line. This is crucial if you want your car to be competitive at the highest level. One of the many friends he has made in motorsport is stunt driver and fellow autotest star

Russ Swift, who asked him to do some work for Top Gear Live. This led to him travelling the world, delighting audiences by drifting a Caterham just inches away from Clarkson, Hammond and May, sometimes with both hands off the steering wheel, under the name Ken Not Block (a reference, if you haven’t got it already, to the more famous not necessarily more talented stunt and occasional rally driver Ken Block). It was on a Top Gear event in South Africa that something

Ken Irwin entertaining the crowds on the 83 West Cork Rally

happened which nearly took Ken out of the sport – and worse – in 2010. “I was going into full heart failure. I was in hospital in Johannesburg for fifteen days, seven in intensive care, and came out in a wheelchair. I’m okay now but I still have the odd bad day.” Although this forced him to ease up on the driving, Ken did not stop preparing autotest cars. “That’s my greatest achievement. I get great satisfaction from preparing cars for young people. I love seeing them winning

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By David Finlay

and enjoying it.” He also loves teaching, in the sense of passing on what he knows as a driver. “I call myself a manager now. I’m like Alex Ferguson!” And he hugely enjoys going out to events and meeting old and new friends, whether or not he’s competing. On top of that, he still does servicing and MOTs for everyday cars at his garage in Castlederg. Perhaps that’s because memories of an underprivileged childhood still linger. If you’ve had no money in the past, you take every chance to earn it when you can, even long after other people your age have retired. We’ve reached the point where this article should be describing how Ken is winding down after years at the top of his sport. That’s where all this seems to have been heading, but here’s the thing: he’s planning a comeback. It won’t be in a kind of car currently being used by anyone younger than he is. “You can’t beat youth,” he says, though I think he could. Instead, he has bought a rear-engined Mini Special and is rebuilding it the way he wants it. “Front-wheel drive is harder because you’re fighting with the steering. In a rear-wheel drive car, you drive with your foot. I think she’s the car that will beat the Nova-engined Specials, and my challenge is to see if I can come out and do it without doing myself any harm.” He suggests that if he can’t he will give the car to someone else, and although I believe he would be happy with this I also feel he’d rather do the job himself. As the interview comes to an end we are joined by Ken’s old friend Norman Ferguson. “He’s a real helpful man,” says Norman (Ken will soon say exactly the same thing about him), “but as big a liar as ever stood in Ireland!” They both laugh heartily at this, as if they are decades past the point where either of them could say anything which would seriously offend the other. I laugh too, but of course Norman has now, as may have been his intention, made me wonder if everything Ken told me was true, or if he put something past me while I missed a twinkle in his eye. On the long drive home, I decide I don’t really care. His results are a matter of record, his passion is uplifting, and that’s all that matters. Having processed all that, with hours of driving still to do in the darkness, I decide that I want to be Ken Irwin when I grow up.

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Gary Milligan – 500 not out! 60 Years of Minis

ary Milligan is best known in motorsport circles from an organisation role, however this year he celebrated a landmark occasion as a competitor. This year’s Thoroughbred Sports Car Club of Northern Ireland’s Croft hill climb event, on the outskirts of Holywood, Co. Down, marked the 500th competitive event for clubman racing driver, Gary Milligan. This remarkable career has spanned some 42 years, I think you would agree it has been some innings, especially when you consider that the last 33 of those years have been at the helm of his trusty Mini. Gary is no stranger to motorsport as a former Clerk of the Course for the Ulster International Rally and is Chairman of his much loved Omagh Motor Club. Gary hit the magic 500 figure at Croft hillclimb outside Hollywood, Co. Down and the Omagh man has been behind the wheel of Minis for all of them. His first competition Mini was a fairly standard Mini 1000 and he competed with it in autotests, navigation rallies, and production car trials. He won the BP beginners autotest Cup in 1980 and went on to represent

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Northern Ireland in an Interassociation auto test in Larne. This event was notable in that the three Northern Ireland teams that were entered, finished first, second and third. In the tandem tests, Gary’s opponent was England team member Russ Swift, who later went on to become famous for his driving stunt displays around the globe. In 1982 Gary competed in his first sprint and having got a taste for this type of event, the 998cc engine was replaced by a 1293cc power-plant. In 1985 Milligan began to compete in hillclimbs and it was in this discipline that he would concentrate his efforts for the next 34 years. Having won the 1300cc road going class at Benbradagh in the opening hillclimb of 1986 and finished second at Spelga, his season came to an abrupt end at Cottage Corner on the Cairncastle event. “I came into the corner too fast, lost control and hit the bank on the outside of the bend fairly heavily. The front sub-frame and engine moved back about six inches and that was the end of my first competition Mini.” “Most of the mechanicals were usable and I persuaded my brother to let me take over his Mini road car. We fitted a roll cage and basic safety equipment

and I used it in standard 998cc trim in the final hillclimb of the season at Glenariff. At the time, I didn’t realise I would still be using the same car 33 years later.” The car started out with great success in clubman motorsport with an overall win in an MGCC autotest at Carrickfergus, followed by another win at an MGCC production car trial. Soon after, saw the first running of the Ulster Automobile Club’s, Circuit Retro Rally, and with his brother Brian navigating, the Mini completed the 600 mile route which took in many classic

Circuit of Ireland stages in the west and south-west of Ireland, before finishing in Killarney. Until the mid-nineties, the car was powered by an Autosprint 1293cc engine, after which an MED built 1380cc unit was fitted to the car enabling Gary to be competitive across all forms of motorsport including single venue rallies that he had only just started competing on. His most memorable event was in fact a rally event, Lark in the Park to be exact, as Gary recalls “the Mini was made for the tight confines of the park. The first year

Gary Milligan and his Mini that I competed on the event the early part of the day was wet. We led the Historic class and were in the top 20 overall. Unfortunately the road began to dry in the afternoon and I got overhauled by John Keatley’s Porsche, for the historic win.” The 1999 Lark in the Park provided some notoriety of a different kind when he dropped the car, and his co-driving wife Mandy, into the St.Columb’s Park river. Gary continued to campaign the car in hillclimbs and sprints, picking up a couple of hill climb class championships in the latenineties and again in 2007. His son, Robert, began to compete in the car around this time and much to the amusement of Gary’s fellow competitors, he beat his father at Spelga hillclimb in 2008. Robert headed off to Bristol to study a motorsport degree giving Gary time to ponder the tenthsof-seconds lost to his son. At this point, an ECU controlled 1399cc engine was to become the answer for Gary and his lost time. A Swiftune head, full race 310 cam, and the obligatory 45DCOE Weber all helped the engine achieve over 130bhp. The drive is through straight cut drop gears, a Tran-X limited slip differential and a dog gearbox, which, when combined with the 13-inch Revolution wheels and Avon slick tyres makes for an exciting combination. The front suspension is fully rose-jointed

and the rear sub-frame has been replaced by a Speedex beam axle, which utilises coil spring shocks. In 2011 Gary had a fairly major off at the last corner on the Drumhorc hill climb which necessitated a full front-end bodywork rebuild. Since then the Mini has got much lighter with carbon fibre doors and various fibreglass panels which brings the weight down from the 640kg of a standard Mini, to a mere 595kg for this little motorsport special. At its current specification, Gary is comfortable with the usable, yet enjoyable performance, all of which has been done over three decades and within an affordable budget. Gary has mostly completed on hillclimb and sprint events, with the Mini managing to achieve one or two class wins per year, Gary explains that the times don’t change drastically, as the car gets faster but its driver slower, yearon-year. It is somewhat poignant that Gary’s favourite event, Croft hillclimb, turned out to be the one on which he completed his 500th event. He then recalled his favourite Croft event of all time, when in 2014 he was stuck in a brawl between Christopher Rogan and Gordon Fogarty, all of them fighting for the class win. The event came to a close with Chris and Gary finishing on the same time, whilst Gordon was a mere 0.04sec adrift of the leading

pair. In the case of a tie-break, whoever set the best time on the first run, takes the win, with Gary and his trusty Mini coming away victorious. It was fantastic for Gary, that on his milestone event at Croft this year, he was able to top the time-sheets in practice, with visible delight at his, and his Mini’s ability, to still put in some solid runs 500 events later.

Chris and Gary finished on the same time, whilst Gordon was a mere 0.04sec adrift - the best time on the first run takes the win, so Gary and his trusty Mini came away victorious. It wasn’t to be though on the timed runs, as Gordon Fogarty slammed the door firmly shut whilst making sure there wasn’t going to be a repeat of five years prior. Milligan settled for a more than respectable second in class and an overall position of 30th is something to be very proud of. On sprint events, it has been the tight and technical Nutts Corner and St. Angelo events that have proved fruitful, with half a dozen class wins on these events

in more recent times. Gary explains that Kirkistown, with its long straights, isn’t best suited to the lesser-powered yet more nimble Mini, against the likes of David Evans in his potent Peugeot 205. As mentioned earlier, Gary’s son had done an event or two in the car and having beaten his father, was shipped off to University on the mainland where, as it happens, Robert now resides thanks to a job at Aston Martin. This means Gary has the car all to himself again and with Robert recently starting competing across the water on various events in his very own Mini, the Milligan name will remain on entry lists for years to come. Congratulations to Robert on a BTRDA autosolo championship round victory in recent months. On talking of his 500th event, Gary commented “I mean, when I started out, I never thought I’d still be doing it 500 events later, I always had a passion for motorsport and to get to 500 is a nice milestone to achieve. Mini’s were always the driving force with around 400 of those events being in a Mini, I enjoy driving them and I suppose that drove me on to maybe a longer career than had I been jumping about various cars every season.” The Omagh driver continued “I got to know a lot of people within the sport, both competitors and officials, and I enjoy the camaraderie and the social side of the sport when competing at an event. Over the last couple of years the enjoyment of the sport has increased greatly due to a few of us ‘gentleman drivers’ from the West of the province, all in Mini’s, competing between ourselves for the bragging rights of ‘the fastest Mini in the west’, something that is a regular feature in our weekly newspaper”. To put into context, the number of event starts Gary has achieved, Lewis Hamilton has only managed 230-odd starts in twelve years of F1, even Schumacher only managed 300-odd over two F1 careers. But for many of us rally fans, a more understandable set of stats would start with the fact that nine-time world rally champion, Sebastian Loeb, has less than 250 event starts.

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Now think of two of the biggest personalities of rallying, Petter Solberg and Colin McRae, both former world champions, and both having a similar number of starts.

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Oliver’s Evo Army Photo: Ian Geddes

Oliver Cormican in action in his 500bhp Evo at the Erne Rallysprint.

lenavy’s Oliver Cormican clinched the Modified Sprint Championship in 2019 to add to the Sprint and Hillclimb titles he won in 2018… Oliver Cormican admits he was late coming to motorsport. He had just turned 50 and had worked long days for the previous 27 years at Warmflow, the Lisburn based manufacturer of domestic and commercial boilers and heat pumps where he is Sales director. “I decided it was time to treat myself for the first time. When I wasn’t working I played and managed soccer and Gaelic football, but I have always been a big fan of Japanese performance cars and owned a variety of them over the years such as twin turbo Supras and Nissans. “The first motorsport-prepared car I got was five years ago, it was an ex-Paul Barrett Evo6 which has slowly been transformed to a lightweight sprint car with fibreglass doors, bonnet, boot etc. It has a forged 2.2 engine capable of producing 500bhp driving through a Quaife sequential transmission, Ohlins suspension and Brembo brakes. “Evo no2 came by way of

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an ex-Clive Kirkpatrick white Evo5 with standard internals that I bought off Philip Shields purely for hillclimbs. It now has a Tommy Field engine and puts

out over 500bhp on full boost and runs a Garret GT35 hybrid turbo with mapping on Carless fuel from Philip Morrow. It has Alcon 6 pots on the front, 4 pots

Kris Meeke with Oliver Cormican

on the rear, Proflex suspension and a Samsonas transmission that includes a flat shift capability, though I can’t bring myself to flat shift without using the clutch! It’s the engineer thing in me! Jonny Crozier who has been tremendous help to me just laughs at this and says “what’s the point in having it if you’re not going to use it!!” “When the motorsport bug bites, it bites really hard, ten times worse than anything else I’ve ever experienced before!” says Oliver. Room is now at a premium in his garage as his latest acquisitions include a Modified Mark 1 Escort caged shell which is absolutely immaculate and another project car for him to work on in 2020… 2019 may not have been quite as successful as 2018 due to a couple of mechanical issues and also when, according to Oliver, ‘the driver ran out of ability and let the car down!’ Oliver also took in a number of rounds of the Irish hillclimb championship in 2019 and won his class in Carlow. For 2020, the NI, Irish and possibly a few UK hillclimbs are on the cards, as well as new cars to build… The motorsport bug has bitten alright!

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WE CAN SOURCE ANY VEHICLE TO YOUR OWN SPECIFICATION AND BUDGET

T: 028 93352353 M: 07801 638928 31 Lismenary Rd, Ballyclare BT39 9UE Find us on facebook at Lismenary Motors

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Kyle White

2019 Junior NI Rally Champion & 2nd in the Junior Valvoline Irish Forrestry Rally Championship would like to thank the Sponsors and the team for their support in 2019

243 Upper Lisburn Road, Belfast BT10 0LN

Tel: 028 90601 913 CarSport

By Jonathan McDonald

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A round of Golf

Photos: Graham Baalham-Curry

ack in the mid-80s, Volkswagen supported some young, up and coming rally talent by establishing the Volkswagen Junior Rally Team. At a time when the gap between club level motorsport and world level motorsport was widening at an ever increasing rate of knots this was in the midst of the Group B era after all - it was Volkswagen’s bid to find the next British rally star. The programme was said to cost the manufacturer in the region of £250k and provided an opportunity for four young guns to step up the rally ladder. Four identical Volkswagen Golf GTIs, each costing around £25k, were built by David Sutton Motorsport and a driver from each of the UK’s ‘home’ countries was chosen after a highly competitive selection process. Around 350 applicants applied when the scheme was announced in 1985 but in the end, only four were to get the opportunity to join the team. They were Simon

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Davison (England), Steve Davies (Wales), Robin Phillips (Northern Ireland) and Callum Guy (Scotland). The drivers were each provided with a Group A Volkswagen Golf GTI rally car as well as a Volkswagen Transporter, service

wagon and a trailer. They all contested the 1986 Marlboro National Rally Championship with the winning Junior driver gaining a ‘works’ supported entry at the 1986 Lombard RAC Rally. The cars were professionally built by David Sutton Motorsport,

each with identical specification. The 1.8 litre 8-valve engines output somewhere in the region of 170bhp with a top speed of 124mph and a 0-60 sprint time of around 6.8 seconds. The close-ratio five-speed gearbox came complete with limited slip differential and combined with

By Jonathan McDonald

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Billy Miskelly in his ex-VW Motorsport Golf. Sachs suspension, the car had all the right ‘go faster’ bits. It was a level playing field with some serious machinery but in the end, there could only be one winner, and that was Simon Davison. He gained the ‘works’ drive after a season that saw him rack up a couple of top 10 finishes with the Golf. Robin Phillips, who was co-driven by Bobby Willis, had been hot on his heels at the season midpoint but an accident towards the end of the year put paid to his hopes. Prior to the start of that 1986 season, Davison had been the hot favourite in many rally gurus’ books. He had plenty of front-wheel drive experience, he was the reigning British National Group A champion, and he also had a drive in the 1986 British Open series with Nissan so he was enjoying a lot of seat time. As expected, Davison duly delivered the results in the Volkswagen Junior Rally Team. In doing so, he also won the Group A title for the second year in succession...but what happened next? After the Lombard RAC Rally, where Davison and navigator

Nicky Grist finished 19th overall and fourth in class, Davison subsequently contested the 1987 Open Championship with his Golf GTI, as did Robin Phillips. Their cars had been upgraded from their 1986 guise and were sporting new 16-valve engines. Davison continued to use C793 CYX throughout 1987 and it is this very special car that graces these pages. Now owned by Billy Miskelly, it was by pure chance that the Northern Ireland man came to own the ex-Davison machine. “After the Junior programme finished, Robin Phillips decided to buy one of the cars,” recalls Billy. “At first, I thought he had bought his own car - when it was registered in Northern Ireland it was put on Northern Irish plates so it wasn’t easy to identify but it turned out to be Simon Davison’s car. I only discovered that after I bought it!” When Phillips bought the car, he used it at a number of motorsport events, including rallycross. Eventually he decided to move it on so Tom Lawlor became the new owner, and then Colin Burns, who won his class in the Northern Ireland

Championship around 2000. “I worked on the car and ran it for Colin,” says Billy. “When he stopped rallying, he abandoned it for a while. Then he asked me to restore the car for him and after that, he decided to sell it, so I ended up buying it.” Miskelly put the car into storage for a while until he received a telephone call from the Slowly Sideways group. He agreed to go to the Slowly Sideways event in Killarney and members of the group helped him check the history of the car. “I didn’t even have the tax book for it at that stage!” he revealed. “So I went to get the tax book and sure enough, it said Dave Sutton on it. Slowly Sideways did their homework and confirmed that it was Simon Davison’s car. So I returned it to its original registration number and decided to put the car back in the same colours that it used on the Manx where it finished fourth in 1987.” “It’s as close to original as I can get it,” he continued. “The interior is painted white as that’s the way Colin Burns wanted it when he was having it restored but it should be black. That’s

the only major difference but I’ve tried to keep it as original as possible. The Volkswagen gearbox in it gave me some trouble but I phoned Germany and they still had parts for it so I was able to rebuild it with the correct parts.” “It has been a big learning experience. A lot of the parts are not from a standard Golf. It doesn’t have standard Golf suspension and some parts are from other VW models. For example, the hub carriers are from a VW Santana!” The car still has its 16-valve engine (as opposed to the 8-valve) that Volkswagen used for the 1987 British Open Championship and these days, it leads a life of leisure. Miskelly, who now helps to run Drew Wylie’s Escort, uses it at a handful of Slowly Sideways events as well as car shows, rather than risk damaging it in competition. It’s nice to have something different and this is certainly no ordinary Golf. Remember, just four of these cars were built by Dave Sutton Motorsport, and aside from the unique mixture of Volkswagen parts, C793 CYX was the most successful of the four cars.

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Marty McCormack & Barney Mitchell

Winners of the

Roger Albert Clark Rally 2019 Marty would like to thank the following for their continued support Tiger Risk Partners Peter McCormack & Sons Dom Buckley RSC Sherwood M-Tec Graphics Dynamic

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Ears John Moynihan Rallying John McKillop Millars Oils IMF Niall Convery Repairs

Marty’s RAC Hat trick

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Photos: Paul Lawrence

Marty McCormack and Barney Mitchell celebrate another victory on the Roger Albert Clark Rally.

arty McCormack stamped his name on the winner’s trophy of the gruelling Roger Albert Clark Rally for a third time, as he and co-driver Barney Mitchell stormed to victory at the unique fiveday and three country event in their Ford Escort Mk2. The Draperstown driver added to his 2012 and 2017 victories to emerge from the 300-mile rally with a 52 second lead over his nearest rival, winning 17 out of the 32 stages in the process. The Tiger Risk Partners-backed ace returned a faultless performance to become the only driver in history to win the event three times. After beginning the season in four-wheel-drive machinery and even winning the Cork 20 International in a Volkswagen Polo R5, by the mid-point of the year McCormack had turned his attentions to his RAC Rally preparations and would wheel out the Historic specification Escort on various national events in a bid to become “match fit” for the daunting bi-annual event. As the longest stage rally in the UK, gruelling days with little rest would be the flavour of the week which took over 125 crews through the forests of Wales, England and Scotland. With typical British weather to add to

the challenges, it would be the toughest rally of the year by far. The event kicked off on a Thursday night with two stages under the cover of darkness in the daunting Radnor forest, but thick fog played its part from the outset, causing the cancellation of the second pass. McCormack opened his account with the second-fastest time on the first, despite visibility being down to around five metres in places. Friday’s leg was held over classic Welsh stages and with several miles of asphalt thrown in, it would take a McCormack masterclass to keep the Escort on the slippery military ranges. Eight stages were on offer in total, and he won five of them to put the car onto the trailer to head up to Carlisle that evening with a valuable thirteen-second lead. Day three saw the longest of the event with over 100 stage miles packed into Saturday’s Kielder Forest leg with many stages taking place in darkness. Despite his gap to the secondplaced Jason Pritchard, McCormack would need to work hard to maintain his advantage during the day. Famed for its cavernous ditches and unsighted crests, McCormack and Mitchell once again gained ground during the long daytime tests. However, as darkness fell, the fog returned and over 30 seconds were lost in the Harwood

Keith McIvor stage. Such was their lead, they returned to the overnight halt in Carlisle with an impressive 33-second lead. The Scottish tests followed on Sunday and McCormack was back on form, edging out a bigger gap to the chasing pack throughout the morning loop. A puncture for Pritchard opened that advantage to over 1minute 30 seconds but such was the pace of his rivals, he could not afford to back off. “It’s been a superb race this week with Jason [Pritchard] and it’s been one of the toughest rallies I`ve ever done,” commented Marty after the event. “There has been absolutely no room for error at all and we have been pretty much flat out for five days solid. It means so much to have won the rally for a third time as well, it’s getting harder each

year we do it”. The Escort driver was quick to praise the team around him too. “Barney [Mitchell] has been fantastic on the notes all week, especially in the fog and it is really nice to be able to give him his second win on the event as well. The entire team have worked so hard all week long and the rally is just as tough for them, but I simply could not have done this without them. It’s been a true team effort and a huge thanks to all the fans and supporters out there cheering us on in the stages. There really isn’t another rally like it”. Other finishers included Barry McKenna/Arthur Kierans (6th), Seamus Burke/Martin Brady, Keith McIvor/David Burns all in Escorts and David Greer/Brian Crawford Manta 400.

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he greatest team in the history of Formula 1? That was the question being asked with some justification after Mercedes had taken a record-breaking sixth world championship double by winning the Japanese Grand Prix. The 2019 drivers’ title may not have been settled at that point but, with Lewis Hamilton and Valtteri Bottas as the only remaining contenders, Mercedes were safe in claiming both championships when victory for Bottas in Japan helped secure the Constructors’ Championship with four races to go. Whichever way you added up the points, such an outstanding achievement could not be denied. The Mercedes AMG F1 Team has dominated the era of F1 turbo-hybrid engines since its introduction in 2014. They had not only been better prepared than anyone for the switch from normally aspirated V8 engines to these complex power units, but the racing arm of the German motor manufacturer had gone on to develop and improve each year, remaining out of reach as competitors thought they were about to catch up. That relentless search for perfection was demonstrated at the very moment Toto Wolff, the Mercedes team principal, was allowing the result to sink in moments after the end of the Japanese Grand Prix. He conceded he was happy with victory number 86 (of 177 races in the last five years). But he couldn’t help but be niggled by Ferrari having beaten Mercedes during qualifying that weekend. Apart from illustrating the Mercedes team’s restless ambition, the eventual outcome also summed up a familiar story as Ferrari failed, yet again, to win a race that ought to have been theirs for the taking. The irony was that Wolff’s unease over Ferrari having achieved better engine performance in the second

half of the season had actually increased an unquenchable desire and motivated Mercedes to fight back in such a successful way. The Japanese victory meant Mercedes had won 12 of the 17 races thus far but these figures are deceptive. It is fair to say that in the first half of the season, Ferrari should have won in Bahrain, Azerbaijan and Canada. Had they done so, the championship profile would have looked very different, the application of pressure perhaps forcing Mercedes onto the back foot and into the same area for potential mistakes that has led to Ferrari’s downfall. Indeed, going into the midseason break, Red Bull joined the fray, winning two out of three races, Max Verstappen almost making it three out of three but for an inspired race by Hamilton and Mercedes in Hungary. The Honda power unit in the back of the Red Bull has improved immeasurably, but not yet enough to consistently challenge Mercedes. The onus lay with Ferrari to stop another rout by the Silver Arrows. When the season resumed at the end of August, it seemed the engine department at Maranello had come up with the answer as Ferrari claimed five pole positions in a row and won three times.

Mercedes were in no doubt that the red cars were faster over a single lap and it would have been five wins in a row had the unfortunate timing of a safety car not robbed Charles Leclerc in Russia and had mistakes by both drivers at the start in Japan not proved costly after Ferrari had locked out the front row of the grid. In fact, the race at Suzuka would sum up the niggling but vital shortcomings affecting Ferrari this season. Sebastian Vettel had pre-empted the red lights going out, the Ferrari moving forward, stopping soon enough not to trigger a penalty – but that brief delay allowed Bottas to storm through from the second row. Vettel did well to recover and finish second. The knock-on effect – in every sense, as it would turn out – was Leclerc being distracted by his team-mate’s over-eager start and giving Verstappen the chance to rush alongside going into the first corner. The two collided, the fault being seen by the stewards to lie with Leclerc as he chose not to cede ground to Verstappen. Ferrari’s future may lie with the precocious 22-year-old but, for now, the impetuosity of youth has proved costly when up against a machine such as Mercedes. That said, Wolff and his drivers

By Maurice Hamilton

Double Six for Hamilton and Mercedes

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have been aware of their car’s flaws, particularly a high drag level that frequently exaggerated Ferrari’s advantage on the straights. “It’s not been a great year for us in terms of our engine development,” said Hamilton. “It’s been a really hard time for the guys. They’ve been working as hard as ever, but it’s just not been as successful in that department. Plus, the car’s quite draggy but we’ve had great reliability (not one mechanical failure for either driver in the races for more than 12 months leading up to Japan) and hopefully that remains the same and that’s still something to be proud of, of course.” Immediately after the race in Japan, Wolff admitted it was just as difficult to think about 2020 and the next challenge as it was to draw comparisons with his competitors. “It’s hard for me to comment on Ferrari and Red Bull; I’ve never been in these other structures,” said Wolff. “I have no doubt there are very competent people there as well, but it’s about margins and gains; it’s about putting everything together and leaving no stone unturned, having a no-blame culture, empowering even when it’s difficult, sometimes when you’d rather control things.

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By Maurice Hamilton

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“But I think the strength is very deep in the organisation, so ingrained in the team that you can’t just put on a Powerpoint and say: ‘Now we are empowering everybody’. You just need to live it in the difficult moments and I think that has made the strength of the team. “We’ve had many hiccups over the past few years, and we’ve always been able to collect ourselves, understand why we haven’t performed well and then come back stronger. We could spend a whole day trying to analyse what I believe what are the strengths of the group, but there are so many factors and so many faces come into my mind that I see through the years, happy and tired, and pushing through. “Looking ahead, I think we have to stay true to the values we have found in the past. We have always played the most fair game for both drivers, which can be difficult at times. But we are certainly keen in seeing them [Hamilton and Bottas] racing. Valtteri is very much an outsider with the points this year. We’ll give them equal opportunity, and then it’s up to them to race on track. ‘We’ve obviously won the constructors’ championship, but we’ll push to try and maybe reduce the drag a little bit on the car but also increasing power for next year. So, they’re fully on to it and I have all the confidence in the world that we’ll be able to make some sort of step into the next season.” With the drivers’ championships eventually settled in favour of Hamilton, the final two Grands Prix of 2019 were expected to be ‘dead rubbers’. That may have been true purely in terms of championship points,

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but the penultimate round in Brazil was a cracking motor race that, appropriately, gave us a few pointers for 2020. Honda and Red Bull laid down a significant marker with a fine win for Verstappen and, in the process, exposed weaknesses rarely seen at Mercedes. Ferrari, meanwhile, faced a tricky offseason of delicate personnel management after Vettel and Leclerc managed to take each other out. It had been a long time coming, particularly following Leclerc’s strong second half to the season, his refusal to play ball when asked to give his team-mate a tow during qualifying at Monza, and Vettel’s payback by ignoring a pre-race agreement in Russia. That said, the collision as they fought for fourth place in Brazil was largely Vettel’s fault. The priority for team principal Mattia Binotto has to be nailing such silliness before next season otherwise 2020 will be shredded, along with more bits of carbon. The underlying difficulty will be Vettel’s pride, which has received so many knocks in the past 15 months. Binotto knows best how to deal with a tricky scenario that ought to require Vettel to accept equal status, not only for the good of the team but to also to allow Seb to redeem his reputation in what will be the final stage of his career. Red Bull and Honda have no such worries with Verstappen recognised as Number 1 driver and Alexander Albon doing an impressive job as novice. Verstappen’s win – his third of 2019 – was redemption for 2018 in Brazil when he lost a certain win after tangling unnecessarily with a back-marker. Honda was finally being seen as a genuine and serious contender; perfect timing when shaping up for what looks like being a very interesting season in 2020.

The Lauda Factor Five months after his passing, Mercedes continued to mourn the loss of Niki Lauda, the triple World Champion who had been the team’s non-executive director since 2013. As they gathered in front of the Mercedes garage for the traditional post-race championship winners’ photograph in Japan, Lauda’s iconic red cap was placed on top of the trophy. It was an extension of the permanent tribute at the back of the garage, Lauda’s headphones remaining on the rack and covered by his cap. “If Niki had been here,” said Toto Wolff, “he would have said: ‘Congratulations on the sixth one – and now you have a problem for next year! You need to improve even more.’ We would have flown back together and talked about what we are going to do next. Niki was the first to understand the challenge; he understood that it’s not always easy to reinvent yourself at the beginning of each year and set objectives that motivate everybody and then embark on the next long season. “I miss him and these conversations. He was so pragmatic and straightforward, simplifying any problems and finding a solution that always seemed easy once he had said it. “We want to dedicate this to Niki because he has been

such an important part from the beginning of the journey; his sheer presence was always so important and the mixture between support and pressure; he was just a very special person. “It’s very difficult because I miss him every day; I think about him every day; I think about him when we talk in our group, or with Birgit his wife. It’s so surreal that he’s not here because he was as larger than life person. I have this thought where I’m saying to myself what would he say, what would he think, but it doesn’t compensate for the loss that he’s simply not here anymore.’ Lauda had been instrumental in persuading Lewis Hamilton to leave McLaren at the end of 2012 and begin his remarkable journey with Mercedes. “We really owe Niki a huge amount and this win was really for him,” said Hamilton. “The whole feeling of Mercedes is probably dedicated to him. I am very proud to be a part of it. Losing him has been tough for everyone here. Every time we walk into the garage, we see his headphones and his cap.” Maurice Hamilton has written a biography on Niki Lauda, based on many interviews and experiences with the Austrian during a working relationship spread across 35 years. Hamilton has also interviewed 34 people associated with Lauda in order to paint a full and revealing picture of such a remarkable man. The book, which has the official blessing from the Lauda family, will be published by Simon & Schuster in May 2020.

Photos: Michael Chester

By Leo Nulty

Nicole tastes F1 power at Mondello

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Nicole Drought behind the wheel of the exDerek Daly March 811.

icole Drought tasted F1 power at Mondello Park’s Historic Racing Festival earlier this year when she drove the iconic ex Derek Daly Guinness March 811. Billed as having one of the most distinctive F1 liveries ever, the car is now owned by US based Corkman John Campion and it was due to his generosity that Nicole got the exciting opportunity. Campion had shipped the car over from the States specifically for the annual Mondello Park event. He had also arranged for Derek Daly to be at the event and to be reunited with the car he raced in the 1981 Formula One World Championship.

John Campion and his team

Nicole had a seat fitting in the car on Saturday morning at Mondello Park before taking to the track for her demonstration in front of a large crowd on Saturday afternoon. James Roe, Jordan Dempsey and Lucca Allen were also lucky enough to drive the car over the weekend, which was a great success for Mondello Park. Nicole Drought: “What an incredible experience- that was absolutely amazing. . The car is wonderful to drive and I am honoured to have had the opportunity. I would be lying if I said I wasn’t a bit nervous before I drove the car, but Derek Daly was fantastic. He gave me plenty of advice. I still find it hard to believe I have driven a Formula 1 car. I just can’t thank you John

and Suzanne Campion enough. It seems dreams do come true!” The Guinness March 811 was raced in the World Championship in 1981 by Dublin’s Derek Daly and Eliseo Salazar. It currently resides in John Campion’s car collection in America, with a couple of Jordan F1 cars and a host of iconic Group B rally cars for company. Nicole, 25, from Roscrea in Tipperary, is Ireland’s top female racing driver. In 2016, she became the first woman to win in the Irish Touring Car Championship, taking victory in the Production Class in her Honda Integra. She has subsequently raced in Global GT Lights, Stryker Sportscars and Formula Vee. Nicole is the only Irish Ambassador for the

International Sean Edwards Foundation, with whom she tested a Porsche GT3 Supercup in Le Castellet in 2016. In 2018, Nicole raced in the Irish Stryker Championship, running at the front all year with a number of podium finishes. She is also the reigning Class 1A Endurance Trial Champion, successfully defending her 2018 title once again in 2019. In May 2019, Nicole became the first woman to win in the UK C1 Endurance series, when she partnered Colin Lewis to victory in a 4 hour race at Anglesey in Wales. Nicole is also an Ambassador for Formula Female, the Sport Ireland funded initiative set up by Irish Hockey Star Nicci Daly to attract more females into Motorsport.

The March is now owned by John Campion (left) with Nicole

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By Sammy Hamill

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Fairytales come true in dramatic season finale for Turkington

Colin Turkington won one of the most thrilling championships ever!

ven Colin Turkington conceded his fight for a fourth British Touring Car title was over. Even for a driver with such a positive mindset he couldn’t see a way back after being punted into a spin on the first lap of the penultimate race of the series at Brands Hatch and falling to the back of the field. Having led the championship for most of the season, he was now eight points behind Dan Cammish and just five ahead of BMW team-mate Andrew Jordan. Worse still, he would have to start the final race of the year from 25th place on the grid, many rows behind the Honda of Cammish. Reflecting on the incident in which Matt Neal, Cammish’s team-mate, had hit his BMW from behind, an angry and downbeat Turkington admitted his fight for the title was over. “It takes me out of the championship,” he said. But it was just the prelude to an astonishing finale and a scenario no one could have envisaged. All that had gone before, from the first race on the

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Celebrating his fourth BTCC title with his family. same Kent circuit back in April to this concluding day in October, were just prelims to what will long be recalled as the most dramatic BTCC finish ever. It shouldn’t be forgotten, of course, that Turkington and the West Surrey Racing team had worked tirelessly over the winter to make the switch from the BMW 125i in which he had won the title in 2018 to the Series 3. They made the transition almost

seamlessly and Jordan and Turkington were winning from early in the year, Colin taking his first victories in just the fourth and fifth races of the series at Donington. Two more were to follow at Oulton Park and another at Snetterton before he did what he does best, steadily accumulate points, defend his position even with the disadvantage of having to qualify and start the first of

the three races with maximum success ballast as championship leader. With a 16-point lead heading into Brands Hatch he had his record-equalling fourth title with his grasp, a position further strengthened when he produced a stunning fastest lap to steal pole position for race one. But as he often warns: you can take nothing for granted in the BTCC.

could, for all his usual calculating composure, get stuck in when required. He was was soon inside the top ten, and with four laps to go, had the small satisfaction of passing Cammish even though the former Porsche Carrera champion was still in command of the overall standings, knowing eighth position was good enough for a maiden BTCC title. But with seemingly no end to the drama, Cammish would face heartache with just a lap and a half of the season remaining, having previously completed every single race lap of the season so far. As he sped towards Hawthorn Bend – his brake discs already

The Turkington family, James, Trevor, Colin, and Gary, proudly display the Outstanding Achievement Award presented to Colin at the 2019 Celebration of Motorsport evening,

glowing – the Honda suffered brake failure and continued straight on and into the barrier at one of the fastest corners on the circuit. In the blink of an eye, Cammish’s championship dreams were over and Turkington’s despair had turned to ecstasy, leaving him stunned and in tears as he returned to the pitlane, to the arms of his family and the WSR team. He was the champion again by two points and no one could quite believe it. Later he would recall it as the race of his life and describe 2019 as the toughest of the four titles he has won. “It was definitely the one I had to work the hardest for. I thought I was down and out after race two and although I’m sure there have been some amazing finals before, personally I could never replicate what happened that day. I still sometimes wonder did it really happen.”

in race two. I’ve often left after race three not feeling great about myself. “To have actually won the championship in style - I put that in my notebook coming into in the weekend that I was going to win it in style and I lived up to that. Whenever you’re not expecting something and it happens, it means a lot.” In the aftermath, Colin suggested now might be a good time to quit! But it was, surely, just a throwaway line. He loves what he does and has devoted his life to being the best touring car driver in Britain. He’s up there already alongside Andy Rouse but one more championship and he would be the greatest of all time. But it is not records which motivate him, he says, just winning. “The emotion, like when I destroyed the roof of the car jumping on it, you can’t get that anywhere else. Records are great but I just wanted to win. I wanted to be No.1 this year.”

But it did and and Colin has the added satisfaction of doing it in such memorable fashion. “I never felt that I’ve won the championship in style, even in 2014 I won [the title] after race one but then got taken out

That he certainly is and with his family now settled in in rural Buckinghamshire, making it easier to commute to races and the plethora of corporate events he attends, it seems Turkington has no intention of bowing out any time soon. He’ll have his heart and his mind set on staying No.1.

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By Sammy Hamill

And with maximum weight on an increasingly damp track Turkington’s BMW was swallowed up by the Hondas of Cammish and Neal, a sixth place finish seeing his advantage cut in half. Then race two brought disaster, the clash with Neal leaving him devastated and extinguishing, he believed, all hope of remaining champion. But fairytales do sometimes come true and race three is unlikely ever to be repeated for its drama, its twists and turns. Turkington – starting on the 13th row – ripped through the field from the outset, making up 10 places on the opening lap alone. With nothing to lose he went for broke, showing he

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By Andy Gray of BBC Sport NI

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Smiley set to challenge for more BTCC victories…

Photos: Roy Dempster

Chris Smiley runs wide onto the gravel. He was taken out on a number of occasions in 2019.

n one hand, Chris Smiley’s 2019 British Touring Car Championship campaign could be seen as frustrating after taking his maiden win the year before. But when you dig deeper past the results, the Carrickfergus driver kept his momentum in the BTCC going in the right direction. “We’ve been fast all year. I think we were the seventh highest qualifier in the entire series across all 10 rounds,” reflected Smiley.

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“We didn’t get any real headline results, but we had three podiums with a second at Croft and then two thirds at Snetterton and Silverstone. “I feel that I’ve been driving better than I’ve ever been and I’ve been more consistently at the front all year.” It’s hard not to argue with that summary of the year from the BTC Racing driver, who seemed to have a race two curse this season. “Race two has been the problem all year with people taking me out really,” added the 27-year-old, “That’s been the

most frustrating thing. “Whenever you have done all the hard work to get up near the front, for someone to take you out just because they are frustrated they are not in front of you, is disappointing.” Smiley suffered misfortune in race two in five of the 10 rounds, with none more evident than at Croft, where after finishing second in race one, he was running a strong fifth on the slower hard tyre only to be punted off by Ash Sutton’s Subaru with two corners left in the race.

He limped home to take 27th at the flag, and Sutton was awarded a penalty for the incident, but 11 points for finishing fifth were wiped out instantly, and any points in race three were an uphill struggle on a circuit that is difficult to overtake on. “Where we finish in the championship doesn’t represent where we should be. I feel that we probably should have been in the top 10, maybe even the top half-dozen,” added Smiley. “When you are taken out in race two five times then you

“I really do believe we took a huge step up in our consistency this year.”

By Andy Gray of BBC Sport NI

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Chris is working hard to get back in the BTCC in 2020 haven’t really scored well in race three because you are playing catch up. So straight away there’s 10 races where I’ve struggled to score anything, so the results weren’t a true reflection of our pace. “We’ve been working really hard on some of my weak spots from other years, of which qualifying was one. I put the car on the front row twice this year, so to see a big step up there is good. “We just didn’t get the results in the races to maybe back up qualifying. Your luck can change, but it’s more important to have pace and that is something we had a lot of this year. “It would have been nice to win a race this year, we were close at times, but on the whole we have to take the positives from this year. I think we can sum it up by saying it was a good season, just maybe not a great one.” A real plus-point for Smiley was his performance at Snetterton, where Dunlop tasked drivers with running the soft, medium and hard tyre compounds across the

three races. “I’m probably most proud of race three at Snetterton,” said Smiley, “In race three the only option we had left was the hard tyres, so we were competing against guys on the soft tyre, which was over a second quicker per lap than the hards. “So to finish on the podium while using the slowest tyre available was pretty good fun. I think we were the only car to finish on the podium that weekend on the hard tyre, so that was a pretty big achievement. “Knockhill and Silverstone were really strong for us as well, so I really do believe we took a huge step up in our consistency this year. “The ran pretty faultlessly all year, although we had a couple of gremlins in the last round. Cars go wrong, that’s life. The team did an amazing job considering it was the third new car the team have had in three years. “It was frustrating to end the season as we did, I feel that we could have won a race before the end of the year if things had gone our way,” added Smiley on his

three retirements from the final four races. “When I came into the championship, as a rookie in 2017. Then the following year we won a race and this year we took another big step forward, even if the results don’t back it up. We’re now looking for very small things, not big improvements. “We’ve narrowed the gap right down and now we are at the front, so if I’m back again next year then we will be looking at the smaller details once again to make more steps up the grid. “I’ve been learning along with the team, and the team have had three cars in three seasons, so we’ve never really had the chance to come back with all the data that we’ve had from the year before. “The BTCC is that tight, if you find a tenth then that is the difference between being seventh and being on pole.” After continuing to progress up the BTCC ladder, Smiley says he is hopeful of securing a drive for 2020 but he won’t settle for any less than a competitive seat. “If you don’t have the vision

of winning races and winning championships then there’s probably not much point in you being there,” said Smiley. “You can go and race in plenty of other championships if you just want to go and have fun. I love what I do and I really enjoy it, but I also put in lots of work to make sure we do what we can. You need to do everything and you need to be striving to win it. “We want to come back next year in the British Touring Cars. I think I’ve served my apprenticeship now. You have to be in it to win it, and I want to keep the momentum going that I have built up over the last couple of years. “Looking at next year didn’t start when the chequered flag fell at Brands Hatch, we started working on it quite a while ago. There’s a lot of hard work that goes on behind the scenes to try and get the job done. “You need a lot of help and a lot of support, and I’m very lucky that I’ve had that over the last few years. There’s nothing set in stone yet but we’re working hard to make sure we are on the grid next year.”

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By Angus Frazer

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Young Gun

Photos: Roy Dempster

Jack Young two wheels his Clio

hen asked, ‘What is so important about driving faster than anyone else?’ in the iconic 1971 movie ‘Le Mans’, Steve McQueen’s character Michael Delaney gives a reply that includes the words: ‘Racing is life. Anything that happens before, or after, is just waiting.’ In the case of Northern Ireland’s newly crowned Renault UK Clio Cup Champion, Jack Young, that should probably be: ‘Anything that happens before, or after, is just revising.’ The eighteen-yearold Methodist College Student has been balancing a full season of motorsport, and all the travel that involves, with studying A-level Maths, Physics and Environmental Studies. ‘Well I wouldn’t say my studies suffered exactly,’ replies Young, choosing his words carefully when asked how the academic year has gone so far. ‘To be honest, I didn’t keep on top of it all with the racing. The exams

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were OK, but maybe I could have done a bit better. I have been catching up a lot since the season ended.’ Young certainly isn’t a slow learner on the track, but then he has had the advantage of an excellent tutor and mentor in the form of four-times British Touring Car Champion Colin Turkington. ‘Colin has been a huge help to me both on and off the track,’ agrees Young. ‘When people see my name next to his, they are interested and want to see what is going on. He has brought a lot of opportunities and opened doors for me.’ ‘Colin was tutoring me on the track at the end of last year and some of this year a bit,’ continues Young. ‘Then it got to the point where I was learning more just doing it myself, seeing what line and what driving style works best for me. Although of course Colin can always add something extra from his experience.’ Driving a race car fast, and

indeed often driving it faster than anyone else, seems to come very naturally to Young. He doesn’t fret or worry or overthink his driving, nor it seems does he need to pound around a new track for a morning before he is able to put in decent lap times. ‘I would say I am a quick learner and that’s where I gain my advantage on the track’ explains Young, ‘Even if have never been to a track before abroad for example, I can go there and be on the ball straight away putting in lap times. Often, I drive the racetracks on the simulator, but I don’t always, and I can usually still be on the ball straight away.’ But of course, to achieve those results, surely, he must spend time preparing his mental focus and getting himself into a zen-like state before getting in the car? This question seems to almost baffle Young. ‘I never really worry about that aspect to be honest. People tell me they meditate and pray and stuff. I just get into the car and drive.’

‘When I go out to practice, I look for spots on the track where I can and can’t go – that’s what I spend my time doing. But in the race of course it is completely different because everyone is fighting and battling, and all your plans go out the window. If you can get to the front and get away, that’s the key.’ However, getting a clear track in front of you doesn’t exactly enable you to sit back and relax. ‘It’s more stressful being at the front because you are always watching your mirrors to see if you are managing the gap and the it sort of gets in your head a bit.’ Not that young Jack is averse to trying to get into his rivals’ heads and cause maximum disruption when the opportunity arises. ‘Interviews can be interesting, especially in the middle of the season. You can use them to ‘talk’ to your rivals and they do the same to you. That what me and Max [Max Coates, Jack’s key

rival in the Renault UK Clio Cup] were doing all year. It was subtle, but it was there. We both had a good laugh about it at the end of the season.’ There were plenty of times in the 2019 season when Young wasn’t laughing though. What some saw as his over-aggressive driving style at times almost seemed to earn him as many penalties as it did points. ‘Every time I got penalised, I thought “This isn’t going to work out,” it seemed there were so many against me,’ recalls Young.

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By Angus Frazer

Jack Young the 2019 Clio Cup Champion

‘Going into the season at the start of the year, I did think that I had a good shout at the championship. I was relaxed at the start of the season when I didn’t have anything to lose. But then with the last three races I started getting a bit more nervous. Looking back on it now I should have just gone for it and not worried.’ Young was to enter the last race of the season at Brands Hatch trailing Max Coates by a single point, having reached his 18th birthday on the Friday that started the race weekend. ‘I was so nervous the night before the last race and I didn’t sleep, not one single wink, but I slept the night afterwards all right after winning the last race and the championship!’ Not only did Young win the 2019 Renault UK Clio Cup, he won what was the final Renault UK Clio Cup. ‘I am sad to see the Clios go,’ he reflects, ‘but I am happy that I was the final winner. I’ll miss it though because it was a brilliant championship and it has brought a lot of drivers on over the years.’ Young says he hopes to have a full season next year and although at the time of the interview he was not sure exactly what he would be driving. ‘I hope to stay with Renault as they have been very good to me. They’ve helped me get a race in a Megane RS in the European TCR series [which resulted in two fourth place finishes in Barcelona]. The pace of the TCR car was amazing – it made the wee Clio feel like it was stopped.’ Young has also had a test in a single seater Formula Renault Eurocup at Yas Marina in Abu Dhabi, although his six-foot six frame made it a struggle to fit in the car. ‘The first day in the single

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By Angus Frazer

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seater was full of challenges, but it was fun! I think that the biggest shock in coming from the Clio Cup was the aerodynamic downforce effect. It just felt like another dimension in the high-speed corners. I under-estimated just how strong you have to be to control the car and I felt it all day long, but I believe that this is a good starting point if I get another opportunity to get back behind the wheel!’ ‘I don’t really know what we are going to be doing yet next year. It’s a choice between single-seaters and tin-tops and I don’t know which one I prefer at the moment. We will do a couple more tests and then decide. I am excited to see what comes out of it, but right now I’m focussing on my schoolwork until next year actually starts.’ But for now, until the racing begins again, it’s a case of more waiting, more revising…

Career Highlights

Motorsport runs though Jack Young’s blood, his father Philip was a regular rally competitor in Mk II Escorts in the early 1980s before progressing through to Escort Cosworths and F2 Escorts. This is Philip and Stephen McAuley in action on the 1998 Circuit of Ireland.

2019 Renault UK Clio Cup Champion Won three races in the Clio Cup Open held in support of the French and German Formula 1 Grands Prix

2017 Renault UK Clio Cup Junior Champion

2018 Renault UK Clio Cup Set fastest lap and took pole at Brands Hatch. Won international Clio Cup ‘world final’ at Paul Ricard, France against 90 rivals from Clio Cup championships in France, Spain, Italy, Germany and China.

2013 – 2011 2011 British Super 1 Honda Cadet Champion 2011, 2012 & 2013 Northern Irish Honda Cadet & Mini Max Champion

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Amazing Year for Charlie Eastwood

By Andy Gray of BBC Sport NI

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“I don’t know how I’m going to top this year, it really has been amazing.”

Pit lane celebrations for Charlie Eastwood at Fuji

hat’s Charlie Eastwood’s 2019 season summed up by the man himself, off the back of a year filled with silverware and success. A Blancpain title, victories in the Spa and Dubai 24 hour races and now leading the World Endurance Championship after taking two victories in the opening three rounds with TF Sport – it’s not been a bad year by any means for the Belfast driver. All that is quite a season in its own right, but when you throw in the offer of a factory deal with Aston Martin Racing, it takes an incredible year to an astonishing one. “It’s crazy when you think of it like that. Motorsport isn’t like some sports where you win week in, week out,” admits the 24-year-old. “Sometimes people won’t win for two or maybe three years, and the hard thing about this year is how do you top it?” With a year of such success,

how hard is it for Eastwood to single out a highlight? “The victory at the Spa 24 Hours would be the biggest one,” he says after some consideration. “It threw almost everything at us. It was a real buzz because it is seen, to put it in golfing terms, as one of the Majors - with Le Mans, Daytona and then the Spa 24 Hours as the big ones. To win one of those was a real tick of the box moment, and that is something that will stay with you forever. “That was one of many though. I had the Dubai 24 Hour, finishing at Le Mans, Blancpain 24 hour and the Championship, two WEC wins, leading the championship in WEC and now getting an Aston Martin Racing contract as well. It’s been some season when you think about it. “Every driver dreams of securing a manufacturer contract when they start racing, but the percentage of those who are actually able to do it is minuscule. “I think I’m the first person from Northern Ireland to be

associated with Aston Martin Racing as a factory driver. Of course, many things can change throughout that time, but it is good to know that I have that security as a driver. “People have told me that when you sign a manufacturer contract that is when the work really starts, you can’t just sit for them to tell you that you are going to drive here, there and everywhere. “You have to put the work in to make sure you are in the seat you want, over the other six or seven factory drivers. “I’m really happy with where I am at the minute. The new cars have come out in GT3 and GTE and have been very strong. Hopefully this is the start of a very long partnership together.” The results of Eastwood’s 2019 season speak for themselves, but a real breakthrough moment was a maiden victory in the World Endurance Championship in October’s round in Fuji, which was swiftly backed up by a win

in Shanghai as the TF Sport team made it two wins on the bounce. “It was definitely a monkey off our back to get the win in Fuji, and to be honest it felt like it was a long time coming. We all knew that we could do it, it was just a case of piecing everything together for an endurance race,” added the 2017 Porsche Carrera Cup champion. “A lot can go wrong in a six-hour race, and at World Championship level everything has to be perfect. We got that in Fuji and in Shanghai, where we just went through the same process as we did before, and the team done an amazing job at every pit stop and with the strategy.” While a maiden victory was special for Eastwood and TF Sport team-mates Jonny Adam and Salih Yoluc, it was the Northern Irishman tasked with bringing the car home last time out in Shanghai. “It was a class feeling,” admitted Eastwood after crossing

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By Andy Gray of BBC Sport NI

128

the line. “It’s always an amazing feeling regardless of what race you are doing. When you are driving across the line and the team are all cheering you on is a massive buzz. Then in WEC, you go backwards up the pitlane, passing all the team as you go up on the podium, which is a really special feeling. “Last year we watched many people do it and that spurred us on, so to be able to do it this year was pretty special.

“As you cross the line in the endurance level there is a huge buzz around the team, which is amazing to be part of. The team at TF Sport get on so well which really helps when it comes to extracting every bit of performance that we can. That then makes the special moments even sweeter when we have achieved that together.” After admitting that he doesn’t know if he will ever beat this season for success, Eastwood says there is still plenty more to come. “To get all those results and be rewarded with a factory contract, it will be a very hard year to top,” he reflected. “There’s always a lot of debate among drivers about whether winning the WEC title or Le Mans would be more special. It’s a tough one and the drivers seem to be split. To be honest, I would love to do both.

Charlie racing for TF Sport in the World Endurance Championship

champion again. I’ve won a karting world championship and now my goal is to win a car world championship. To do it in both

disciplines would be a big goal and would be an achievement that I could be proud of for the rest of my life.”

V AV OU GIF AI CH T LA E BL RS E

“However my ultimate dream is to be a world

Charlie being interviewed with teammate Salih Yoluc

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Congratulations

Charlie Eastwood World Endurance Championship Class Leader

and winner of

Spa 24 hours, Fuji and Shanghai WEC Races

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By Richard Young

130

A rich mixture of heartache and joy… Photos: Roy Dempster

Magic Bullet driver Noel Robinson got caught up in a tangle in an epic Martin Donnelly Trophy Race.

arroll Shelby……. All-American hero, Le Mans winner and ‘father’ of the legendary Cobra, once described motor racing as “a rich mixture of heartache and joy.” He was speaking, of course, of his own career on the International stage half a century ago, but his words still ring true today. And especially so at Kirkistown where both extremes were felt during the 2019 season. For many, the year was overshadowed by the tragic accident in July which claimed the life of popular Roadsports driver Dr Paul Conn. Paul was a cheerful and reassuring presence in the paddock over a number of years, and it is ironic that he had won his first race that fateful day and could have been heading for another victory when it all went terribly wrong. He is, and will continue to be, sadly missed by all who knew him. Once again, Formula Ford provided much of the excitement over the year. And, for the most part the same bunch of major

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players provided it, with David McCullough and Alan Davidson the most consistent, sharing

eight of the 14 available victories between them to take the top spots on the Championship table.

David McCullagh won the Formula Ford Championship Desi McGlade and Mark Stewart in action in the Fiesta Zetecs.

The other six wins went to David’s older brother Ivor who didn’t appear until half way through the year, but while the results table appears pretty clear-cut, the races themselves were anything but, with the trio separated by mere hundredths of a second on numerous occasions, joined, more often than not, by Will Herron who placed fourth at the end of the year. Away from the Championship – backed for the final time by Dawson WAM – the standalone Martin Donnelly Trophy featured all of the above plus Noel Robinson, the Portadown man making his first start of the year. It was an epic race too, albeit a shortened one after the leading quartet came together at the Hairpin a couple of laps before the scheduled finish. The result was David McCullough ahead with Davidson and Ivor in the next two places and the hapless Robinson stranded with very few wheels left on his Van Diemen which was the wrong way up in any case. Drama indeed. Ivor McCullough also had the distinction of being the only local winner of a BRSCC National

Saloons hit the ground running At the opening event in March when the newly revitalised Irish Touring Car Championship came to call, resulting in a nearmaximum 30-car field. Gerard O’Connell set the pace in his SHP Escort in the concurrent GT class on the first of several appearances which netted him a class title. However Hondas dominated among the saloons with Ciaran Denvir, Jay O’Reilly and Stephen Potter taking the podium places in the first race with Keith Campbell getting into the act in the second with third spot behind Denvir and Potter. Entries dropped away thereafter though, and a combination of pace and consistency saw Donal O’Neill’s faithful SEAT, although not in the first flush of youth, taking the title ahead of Denvir, who appeared often enough to scoop the runner-up spot from top BMW 330i Cup runner Greer Wray. In terms of race wins, O’Neill and Denvir won five times each while Potter was victorious twice. Other wins were scored by Andrew Armstrong (BMW), Matt Lynas (Clio) and Scottish visitor Olly Mortimer (Mini JCW) but O’Neill was the only one to contest all the races, including the double header at Bishopscourt. Aside from ‘local’ tin tops, there were also visits from the Scottish Mini Coopers – making a welcome return after several years – the ASK Supercars, who ran as GTs at the ill-fated July meeting, and the Mondello-based

SEAT Cupras and Future Classics. Winners were Charlie Linnane among the Supercars, Barry English who beat a depleted field of SEASt, and Gareth Thompson who was top Future Classic runner, and could turn out to be a future star ! After a lacklustre end to the ’18 season, there was a resurgence among the Fiesta Zetecs, where the Stewart brothers Mark and Paul reigned supreme. Racing was as close as ever at the gront with Megan Campbell coming on strongly in mid-season in her ex-Eorann O’Neill ‘Purple Peril’ . Eorann herself moved to the concurrent new-for-2019 Mazda MX5 series where Robert Kennedy proved to be the quickest, although series inventor David Cousins and Eorann herself also recorded victories. Additionally a welcome posse of Mondello-based Fiestas – which run to slightly different technical regulations- also paid a couple of visits, sparking hopes of a crossborder mini-series for the year ahead. Also due back, in hopefully greater numbers, will be the Irish Legends series, which has built itself quite a fan following After two years (at least) of successful visits. Their quirky appearance – the cars, not the drivers – and short, sharp races make for great entertainment, and with grids hopefully achieving double figures in the coming year, the Legends must surely gain traction soon. Paul O’Brien proved to be the most consistent winner. Roadsports provided some good racing, although the season was overshadowed by the accident in July. This year Ivor Greenwood, on his return to the class, lifted the spoils with Jim Larkham claiming the runner-up spot from John Benson. Some extra spice was provided by Mark Crawford, whose pace

Gerard O’Connell passes a spinning Martin McDonnell

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By Richard Young

round when the series visited Kirkistown in August for three races, the other two going to Michael Eastwell and Scotland’s Ross Martin, the latter going on to win the title in his Bernard Dolan-run Van Diemen.

Ivor Greenwood leading the way in Roadsports in a Rover-powered Carterham was impressive. The NI Sevens, topped again by the stylish Mark Francis, also entertained on the occasions when they appeared, but those appearances were sporadic, and in May the Roadsports race was cancelled due to lack of numbers. The Mondello-based Strikers paid their annual visit in July, and hopefully will return next season. A couple of the Roadsports folk also turned out for the HRCA

BOSS Ireland also visited and the big single seaters certainly proved their speed – in particular Eamon Matheson’s latest creation with a reputed 600+ bhp on tap.

Historic races in June with John Benson shared the winners spoils with Jackie Cochrane, Crossle S2000 and Sunbean Tiger pilots taking a victory and a second place apiece BOSS Ireland also visited a couple of times. The big single seaters certainly proved their speed – in particular Eamon Matheson’s latest creation with a reputed 600+ bhp on tap. However Paul O’Connells DallaraNissan 3.5 and Sam Mansfield’s Radical also showed a lot of pace, as did an assortment of F3 Dallaras. However these sophisticated machines also suffered more than most from mechanical problems and the oft-anticipated large grids never quite materialised. However rumours suggest that 2020 could provide greater numbers.

This is also the case with Formula Sheane, whose numbers were lower than in previous years. The quality of racing, however, was there, and in June they shared a grid with FF1600 and didn’t disgrace themselves. On that occasion Richard Kearney – who, at some point has driven just about everything it’s possible to race – won both races from Sean Hynes and Brian Hearty, who took a second and a third each. Numbers were low also among the Ginetta Juniors. They, however, are a special case inasmuch as the class, being restricted to drivers between the ages of 14 and 17, is heavily reliant on new drivers with generous parents – rare animals at the best of times ! The racing however, was fast and at times furious too. And never dull…. And, of course, there was Formula Vee. It has become the norm to expect close racing amomng the VW-powered single seaters, and they rarely disappoint. This year Anthony Cross was the hero, winning both the September races from Philip Sheane by a margin of 0.312seconds after half an hours (combined total) of racing, That’s about half a car length ! So, that was 2019, There were good days and one bad one, but in the main racing continues in good health, thanks, not only to the competitors, but also those who don orange suits and work tirelessly ‘on the bank’ to keep meetings running. Thanks are also due to the rescue crews, Order of Malta ambulance folk, doctors, timekeepers , scrutineers and other nameless people without whom this sport could not function. In what sometimes seems to have become a virtual world in which almost everything can be done on-line it’s good to know that (most) racing still happens for real…….

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Congratulations to Colin Turkington on winning the British Touring Car Championship 2019 Colin Turkington on winning the British (4th time) Touring Car Championship 2019 (4th time)

KIRKISTOWN RACE CIRCUIT WOULD LIKE TO THANK DAWSON-WAM

FOR THEIR SPONSORSHIP OF THE FF1600 CHAMPIONSHIP OVER THE PAST 3 YEARS

Colin TurkingTon runner-up of The 2017 BriTish Touring Car Championship

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Mondello Park Racing Review

By Fergus Brennan

133

Photos: Michael Chester

019 proved to be another mixed year for Mondello Parkâ&#x20AC;&#x2122;s Car Racing events with some quality racing and the continued growth of the annual Historic Racing Festival going some way to deflecting attention from the smaller than expected entries. The highlight of the calendar once again was the third running of the Historic Racing Festival, and this years event concentrated on local classes, apart from the addition of a race exclusively for Minis, which was part of a celebration of sixty years of the versatile little British motoring icon. The Historic event once again proved to be a success, despite being run in very difficult conditions, caused by persistent rain on Sunday. The poor weather unfortunately led to the cancellation of the planned demonstration laps by an ex Derek Daly March Formula One car and a selection of cars from the Martin Birrane collection, but the event still produced some of the most entertaining racing of the season. Having contracted the calendar to five championship dates in 2017 and then down to four last season, in an effort to consolidate and improve the grids, this yearâ&#x20AC;&#x2122;s calendar was again made up of four two day events, two on the National Track, one on the reversed, anti-clockwise version of the National Track and the season finale on the International Circuit. With a compact, more cost effective season, which offered three different tracks, increased entries were expected but that did not turn out to be the case for much of the season. For some inexplicable reason, some classes stayed away from Mondello for most of their calendar, hiding themselves away from their main audience. The Future Classics championship made just two appearances at Mondello Park, the circuit at which they had been given

Alex Denning in the Fiesta series

the space to build their impressive numbers, while ITCC competitors and the ASK Supercars also only appeared twice. Despite making progress with the quality and quantity of cars on their grid, the BOSS Ireland series chose to only race on Saturday at two events, thereby keeping themselves and the excellent entertainment they create away from the public eye. The Irish Championship scene suffers from having too many poorly supported classes and with just four events on the calendar fitting them all in as stand alone races can be problematic. In an effort to combat this the biggest change for the 2019 season was the introduction of a Closed Wheel Libre grid. The new division was to be be populated by Seat Supercup, Irish Touring Car Championship and ASK Supercar entries, along with providing a home for miscellaneous Saloon and GT cars, but this initiative was not well supported at all of the events. When all of the classes did come together they produced impressive grids and some of the most watchable racing of the season.

Erik Holstein was one of the consistent finishers in the Fiestas The year kicked off on the National Track in April with the two Mondello Park supported Fiesta Championships as the centrepiece. Entries for the two one-make series were close to their 2018 levels, with the faster ST cars attracting a couple of new names who would prove to be the class of the field. Eric Holstein and Karting graduate Alex Denning came into the series, which had been dominated by David Maguire and Michael Cullen, and immediately stamped their mark on the title chase as the two class newcomers shared the wins and moved the

competition at the front of the field onto a new level. The front of the Fiesta Zetec grid was made up of familiar names and it was Owen Purcell who started best, with a double win before William Kellett took over to secure his first win of the year in race three. Other classes to star at the season opener included the Strykers, who made somewhat of a comeback with sixteen cars on the grid and close racing throughout the field. Stephen Ross was a first time double winner as he left some of the more experienced drivers in his wake. The BOSS Ireland

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took a break in August as the Historic Racing Festival took up the reins. Mini Racing and track demonstrations were set to be the focus and a decent line-up of Irish and UK Mini’s contested their double header. The field included UK Mini racing legend Jonathan Lewis, who also brought a number of his cars over for Irish drivers to race, but in the end it was the locals who starred in the changeable conditions.

By Fergus Brennan

134

Michael Cullen leads Jonathan Lewis in the Mini race at Mondello

William Kellett in action championship races included some new machines and a healthy grid but with spectators traditionally only attending Mondello Park events on Sunday, the two Saturday races were played out in front of very few onlookers. The tone for the season was set by the remaining classes, including Formula Vee, Formula Sheane and HRCA Historics, which all struggled to reach double figures but still provided plenty of entertainment. Moving on to the Anti Clockwise National Track layout in June, the Fiesta ST Championship was already taking shape as Denning and Holstein were one again the most consistent points scorers. Having won the opener Denning started sixth for race two but was helped by a major first lap tangle, which he somehow avoided, to slip past Holstein and take the win. The top two started together on row three for the third race but the tight nature of the racing saw both of them

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off track at least once during the race. Holstein eventually escaped the pack to impressively pick his way through the field to second place behind Michael Cullen, consistently lapping more than a second quicker than anyone else. June was also when William Kellett stamped his authority on the Zetec class with two wins and a third place, while Colm Barrable was the winner of other encounter. The Strykers again produced the next best grid after the two Fiesta classes and Stephen Ross and Greg Kelly shared the wins. The BOSS Ireland double header resulted in two more wins for the beautiful sounding Dallara World Series car of Paul O’Connell, while small grids of HRCA Historics, Legends and Closed Wheel Libre rounded out a quite timetable. It was back to the National Track in July with the event changing from its previous guise as the Formula Vee Festival into

the ‘Fiestaval’. as the Ford onemake series were once again the stars of the show. Visiting Mod Saloons and Mod Sports from the UK also joined the action, with some very impressive old-school modified cars on display. The charity portion of the event saw the addition of a Fiesta team race and some extra side activities but on track the championship encounters followed a familiar pattern. William Kellett and Colm Barrable were again the Zetec Fiesta winners as Kellet put one hand on the trophy. Holstein did the same in ST’s as he took a win and a third place as Denning was absent from the event due to a driving standards penalty. Closed Wheel Libre finally began to produce the type of grid intended when it was set up, as the line up of GT’s, Seats and ITCC cars topped the twenty mark. Karl Leonard decimated the opposition with his impressively driven GT3 Porsche, while the Seat class wins were shared by Shane Murphy and Barry English with Keith Campbell taking an ITCC double. The Stryker grid was reduced for the first time all season but the result was still the same, wins for Greg Kelly and Stephen Ross. Formula Vee began its recovery with twenty cars on track and closer racing, as Anthony Cross and Dan Polley shared the victories while the other single seater action saw Fergus Faherty finally beat Paul O’Connell in BOSS Ireland race one, with O’Connell back to winning ways in race two. Irish Championship action

Neil Kavanagh worked his way impressively through the field in race one, but crashed out having taken the lead, bringing out the red flag. Lewis was then declared the winner, with Kavanagh removed from the results for causing the race stoppage, as the UK visitor had crossed the line second, less than half a second ahead of Steve Griffin. Ray Cunningham took race two in streaming wet conditions after a battle with Griffin as Lewis’s car suffered handling problems. The remainder of the programme was made up of HRCA Histories and Pre ‘55s, Future Classics, making their first Mondello Park appearance of the season and Legends, as the planned demonstration runs were cancelled due to conditions rightly being deemed too dangerous to risk damaging the rare and valuable machinery involved. The planned Classic Motorcycle races were also curtailed due to standing water on track. The season finale was as usual held on the full International Circuit and for once all of the Irish classes were on the timetable. Having tied up the championship in July Eric Holstein was missing form the Fiesta ST grid, leaving returnee Kevin Doran to take a double win. William Kellett signed off with another win to seal the Zetec championship with Peter Barrable taking the other victory. The feature Leinster Trophy race was run for BOSS Ireland and it was Barry Rabbitt who mastered the streaming wet conditions to take the trophy for the second time. Proving what could have been if all of the classes had weighed in behind the initiative, Closed Wheel Libre had a thirty car entry which delivered impressive dicing throughout the field. Most of the other classes also had their best entries of the season so hopefully the late progress can be continued into the new season in 2020.

Photos: Michael Chester

Paul O’Connell, the 2019 BOSS Champion

ormula BOSS Ireland launched their 2019 season from the grounds of Championship sponsor Finnstown Castle Hotel promising their best season to date, with seventeen drivers registered to take part and some interesting new machinery on the grid. 2018 champion Paul O’Connell unveiled his newly acquired ex Dallara World Series car at the launch and was set to be joined on the 2019 championship trail by a number of new Formula 3 machines as well as the usual mixture of F3000, Formula Renault and other fast single seaters, along with a couple of open top Radical Sports Cars. The season opener in March took place in very cold conditions and the lack of track temperature played a big part in the way that

the race unfolded. Following qualifying it was O’Connell who sat on pole, less than a tenth quicker than Barry Rabbitt’s Formula Renault, as he had a hard job getting enough temperature into his tyres to allow him use all of the power of the World Series car. Race one took three attempts to run and it was Barry Rabbitt who Barry Rabbitt with the Leinster Trophy made the best getaway to lead flag it was O’Connell from Faherty the second and third restarts. with Rabbitt third ahead of the Holding off O’Connell for as long first of the Radicals in the hands as he could Rabbitt eventually had of Sam Mansfield. to give best when the Dallara’s Race two was a little easier for tyres were up to temperature and O’Connell as he took the lead he then fell back into the hands on the opening lap as pole man of Fergus Faherty’s F3 car. At the Rabbitt out-braked himself at

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O’Connell Bosses Big Open Single Seater Championship

the first corner. Faherty hounded him in the early laps before once again the Dallara found its feet and O’Connell disappeared up the road. Faherty finished second ahead of Joe Courtney’s F3 machine with Rabbitt recovering to fifth behind Mansfield.

Dunshaughlin Motors Ltd Car Service & Repair Darragh Daly 3 overall wins and 3rd in NCT Car Preparation the F3 Championship Contact martin Daly: 01825 0200 email: dalyme@yahoo.co.uk The Gables Shopping Centre, Dunshaughlin

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podium as the remainder of his F3 opposition retired. Despite Faherty being back on the grid for race two, unlike Liston and Mullins, the result remained the same with O’Connell well clear of the dice between Mansfield and Courtney.

By Fergus Brennan

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Returning to the more familiar National Track a few weeks later Barry Rabbitt was back on the grid and back on pole position as he and Faherty relegated O’Connell to the second row. Eamonn Matheson made his first appearance of the year and he used the speed of his home built car to take the lead for the first four laps. Faherty eventually got by and made a break while O’Connell tried to follow him through.

Barry Rabbitt in action at a wet Leinster Trophy

Having discovered a broken engine mount on his Mygale following the previous event Rabbitt was missing as the series next headed for Bishopscourt. In Rabbitt’s absence it was Mansfield and Faherty who took the fight to O’Connell, but once again the 2018 champions ability, coupled with the straight line speed of his car, took him to another double win. Mansfield led Faherty home

in the first race and was again lying second in race two when he was forced to retire just two laps from home, leaving Faherty to take second ahead of Michael Roche in another of the F3 machines. Having the Mondello Park National Track reversed for the third weekend of the calendar did nothing to stop the series leader’s progress, as he took pole position

once again. Behind him were four evenly matched Formula 3 cars in the order, Courtney, Faherty, Sean Liston and Sylvie Mullins, who were just ahead of Mansfield and Roche. The opening race had to be halted following an incident, which put Faherty and Liston out, and on the restart it was Mansfield who worked his way through to second to follow O’Connell home once again. Courtney picked up another

The World Series car eventually got into second but Faherty had enough of a margin to hold on and beat O’Connell for the first time in 2019. In race two it was Rabbitt who led initially before the normal order was restored as he lost out to O’Connell while keeping Faherty at bay. When the series made its second Northern journey, to Kirkistown, for the penultimate rounds O’Connell was back on pole ahead of Mansfield and Matheson. Making use of his cars impressive acceleration Matheson again led for the first half of the

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Unit 19 Dunshaughlin Business Park, Dunshaughlin, Co. Meath & Ravenhill Road, Belfast

137

Stephen Daly in action in the BOSS Series

Global lubricants - complete ranGe of oils for automotive and aGricultural industries John Daly in a full wet set up at Mondello

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race before O’Connell took over before building a ten second lead by the flag. Matheson held off Rabbitt for second, with Mansfield fourth following a slow start. In race two Matheson again led before O’Connell took over at the front. A mistake by the race one winner briefly dropped him to third behind Matheson and Mansfield, but he was soon back in the lead and on his way to yet another win. Matheson faded in the latter stages allowing Mansfield and Faherty to fill the podium places.

well clear of Rabbitt in fourth.

Following a difficult season Rabbitt finally got the victory he was looking for all year when he took his second Leinster Trophy win. In atrocious weather Daly sat on pole from O’Connell with Dagg third and Rabbitt down in fifth. When the lights changed Daly stalled and Rabbitt somehow avoided him while also moving up to third. Having disposed of Mansfield the Renault driver went after O’Connell who was struggling with the huge lobal Lubricants (NI) forefront of new technology power of the Dallara in theoffering wet a complete conditions. highest quality products meeting the The final Limited event ofproduce the year range of high performance very latest technical specifications. had just a single lubricants for championship the automotive and race on Saturday followed by mineral the Knowing that Daly anduse Dagg Global Lubricants NI Ltd only agriculture industries. From the latest technology ensure that oils to synthetic oils through to fully would non-championship Leinster Trophy probably soontoget their levels of our lubricants synthetic gear lubrication, Global on Sunday. O’Connell had the actperformance together and follow him stay ahead of changing engine and Lubricants (NI) has the product championship sown up but was past O’Connell Rabbitt put his equipment design. you require even in the harshest eagerenvironment to continue his winning head down and opened a gap. where traditional oils So, when you buy ourcatch products, you found wanting. Otherof products streakaredespite the arrival two Dagg did eventually the lobal Lubricants (NI) forefront of they new exceed technology offering can be sure manufacture include Anti-Freeze, Fluids, extremely quick F3 produce cars,Brake inathe leader but the conditions made it Limited complete highest quality products meeting the required performance levels. greases range and Fuel Treatments. Global of high performance very latest technical specifications. handsLubricants of Paul Dagg andin Stephen difficult to follow closely behind are based Lisburn Global car Lubricants NIwas Ltdunable Caters forpole the automotive and Daly. lubricants Dalyhave took from Dagg another and heNI and been producing lubricants Global Lubricants Ltd use only for the whole Automotive Industry, agriculture industries. From mineral with oils Rabbitt also getting in ahead to get close enough to mount a successfully for over 20 years. the latest technology to ensure that from Family Cars, Agricultural to synthetic oils through to fully performance levels ofPerformance our lubricants of thesynthetic champion elect. challenge. Machinery and High gear lubrication, Global Global Lubricants carry a huge range stay ahead of changing engine and Race cars and Motorcycles. Lubricants (NI) has the O’Connell his best start of available got from stock andproduct aim to design. Global’s comprehensive of you even in the harshest the season lead the first lap from a equipment Daly soon arrived toorange and when offerrequire thetobest possible service environment where oilsthe automotive lubricants offer a high private company thattraditional understands but with two multiple Leinster Dagg slid off track Daly began to So, you buy our products, levelwhen of protection to engines andyou are found wanting. Other today. products requirements of his business can be sure exceed manufacture Trophy winners on case close on the they leader. Aa number transmissions giving long and of include Anti-Freeze, Brakehe Fluids, required performance levels.meant trouble free service life. greases and Fuel to Treatments. was soon third as and breakdowns Globaldemoted Lubricants services allGlobal sectors incidents basedauthorised intheir Lisburn of industry through Daly Lubricants and Daggare showed that the track was NI becoming Global Lubricants Ltd Caters Their range includes premium grade and have been producing lubricants distributors offering fullnot technical for the whole Automotive Industry, quality. With the top two dangerous so the safety car was low SAPS engines oils, robust semi successfully for over 20 years. support and advice. from Family Cars, Agricultural eligible for championship points deployed the time the race syntheticand and by mineral oil based Machinery and High Performance grades and manual andwas automatic Global Lubricants a huge Globalregistered Lubricants carry is involved O’Connell another winrange went live there just Race carsagain andfluids, Motorcycles. transmission available in athe from stock and second aim inRabbitt constantly researching newto whileavailable came home time for one lap. Rabbitt used Global’s comprehensive range of to range of sizes from 500ml bottles offer the best possible service from a developments in the lubricant automotive lubricants offer a high ahead of Mansfield. Faherty took clear track ahead of him to great 200 litre barrels. private understands the industrycompany and aimsthat to be at the levelto of put protection engines and fourth which wasofenough put effect in onetofinal charge requirements business to today. transmissions giving a long and the F3 driver took second in the and hold on for his second win in Global Lubricants services all sectors trouble free service life. 39- garageTRADER standings, leaving Mansfield third, the Leinster trophy race. of industry through authorised

distributors offering full technical support and advice. Global Lubricants is involved in constantly researching new developments in the lubricant

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By Angus Frazer

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Junior Beats Them All Dan Harper celebrates winning the Porsche Carrera Supercup with his dad Stan.

an Harper, the youngest ever Porsche Carrera Cup GB Champion, on quadbike sliding, sitting exams in his racing overalls, the monstrous twin-turbo Moby Dick, being told to get a job by his mum and why the Ulster Fry still has a role to play in the modern motorsport diet…

‘My grandad was a rally driver; my mum was a co-driver, and my dad is a motorsport mechanic. It used to be my job to go out to the workshop to tell him the dinner was ready, and there’d be a World Rally Car in there firing up. So, I’ve been around noisy cars since I can remember, and motorsport has always been in my blood. My Dad got me my first quad bike when I was four, and I drove around the field in that. I started competing in quads when I was six, and from that day onwards, I have always been racing something. After that, I eventually moved on to karts. But it was on the quad where I really learnt about car control. I was sliding around in the mud since I was no age, and every time I got into a bit of a slide, it just felt like nothing, and I wasn’t scared. You can see guys on the track now who just raced karts, which have much more grip, and if they get in a bit of a slide, they overcorrect, or they are uncomfortable with it.

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I did karts for six years and then for my 14th birthday my mum got me an entry for the Ginetta Junior Scholarship. I managed to win that, which was a brilliant prize as it gave me a free year in the series. We then got a budget together for the second year, and I finished third. They were mad years though as I was doing my GCSEs at the same time. I actually did six of my exams in England in six different schools! My school, Dromore High, was really good about it, and they could have easily said “No, you need to do your exams here.” We researched it and found schools near the circuits that I would be racing at and then Dromore High contacted those schools and if they agreed, liaised with the exam board to let me sit the exams there. So, I’d miss the first Ginetta practice on Friday and go into a strange school instead and do the exam. I’d be sitting there in my racing overalls, and the other pupils in their school uniforms would be like: “Who’s this guy?” Then I’d get back to the track and do the second practice. It was chaos, but we made it work, somehow… My sister, Alex, who is two years older than me, was always the smarter one when it came to schoolwork. I’d have loved to have been able to forget studying and just go racing for the rest of my life. But you can’t do that, it’s too risky, you need something to fall back on. You see it so many

times. You can be the best guy on the grid, but for the next step-up, if you don’t have the money to do it, you aren’t going anywhere. I realise I have been very fortunate to move up every time. So many good drivers miss out or

While racing in the Ginettas, Dan had to take some of GCSEs at schools near racetracks in England! don’t even get the chance to do it in the first place. I also realise that it could switch around at any time for me, so I don’t take anything for granted. My mum and dad have done so much for me, and I am very grateful to my sponsors IFS Global Logistics and fonaCAB, which are both Northern Ireland businesses. Sometimes it is the little things that make all the difference. Towards the end of 2017 I was sitting at the kitchen table having my dinner one night when I got

a text from Charlie Eastwood asking me if I was going to enter the Porsche Carrera Cup GB Junior scholarship – I’d never even heard of it! Charlie had won that award and then gone on to win the championship, so he sent me the link to the entry page, but the only thing was the deadline was 11 o’clock that night, and there was a 2000-word essay to do! But Mum and I sat down and did it, and we got it away, and then a while later we heard we’d made it to the final twelve. We went to the Porsche Centre at Silverstone, and I had an interview, and then there was a phone call to say I’d got into the final four. I couldn’t believe it. I didn’t get my hopes up because I’d never driven a car with slick tyres or any sort of aero. I honestly thought I had no real chance, but I knew I was going to get a run in a Porsche so it would be brilliant anyway. I did the shootout, and I ended up winning. I could not believe it. I was only 16 at the time, and that was me in the Porsche Carrera Cup GB for the next two years. The prize was £85,000 per season, although the basic budget per year for the series is around £150,000. So, we pretty much had to raise the same amount of budget as we did for the Ginettas each year. Although having been chosen by Porsche did make it a bit easier. I didn’t have to go around asking people to sponsor me by paying to have their name

on the roof of the car like I did in the Ginetta series. It was a friend of my dad who came up with that idea, and it was brilliant, plus I got to meet most of the people who paid to have their name on my car and have my picture taken with them.

The training has helped a lot in the car. The fitter you are the better you can concentrate, and as the Porsche races are twice as long as the Ginetta races, that has been really important. Plus, in the future, if I get the chance to race in endurance events, it will be even more critical. My ultimate goal is to win Le Mans, so if I want to do that, I will need to keep the fitness up. I’m pretty good at sticking to it, with the odd cheat meal – you can’t beat an Ulster Fry now and again! I have been given a lot of PR training too. It’s important to be confident in front of the television cameras, but you don’t want to end up being cocky and making a fool of yourself. You need to say the right things, but you have got to be yourself too. That’s what attracts people to you, and if you have no character, your sponsors are soon going to leave you. Driving the 485bhp Carrera Cup 911 GT3 was a big step-up from a 135bhp Ginetta Junior Car. The Ginetta is right-hand drive and runs on road tyres, whereas the Porsche is left-hand drive, runs on racing tyres and has aero, so there’s a lot to get used to. As the Porsche is rear-engined, there is very little weight across the front of the car, which can result in understeer on the track. Luckily, I was coached by my JTR team boss, Le Mans-winner Nick Tandy, and there is no better man for teaching you how to drive a Porsche. Nick taught me how to trail the brakes into a corner to control the understeer, which saves a chunk of time. Once you get the hang of that, you can start pushing hard. As the season went on, I

By Angus Frazer

Again, I was very fortunate, as there are considerable benefits to being the Carrera Cup Scholar. Fitness is one of them, and I got free membership of the Porsche Human Performance Centre at Silverstone. Obviously, I couldn’t pop in every day, but I would go over for three days once a month and then my trainer would send me diet plans and exercise routines.

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Dan Harper with Olympic star and motorsport enthusiast Sir Chris Hoy. was building up my lead in the championship. There were mutterings from some people that as I was the Junior, my car was better. I knew that wasn’t true, but even so, it was extra pressure. The cars are all built by Porsche in the same factory, and they are identical, everything like the gearbox and the engine is sealed, and you cannot get into them to modify them without breaking the seal. In terms of set-up, there is

“ I’d just turned 17 when I got to drive the twinturbo, 850bhp, 935/78 Moby Dick at the Goodwood meeting in the company of Richard Attwood, Derek Bell and Jochen Mass. That was just unbelievable.” very little you can change. The anti-roll bar can be adjusted to make the car stiffer or softer, the camber can be altered, but only in two different ways and the rear wing can be tweaked for a wee bit more downforce or a bit more straight-line speed. The cars were absolutely bullet-proof – I never saw one with a mechanical problem all year. When I won the title at Silverstone, I was holding it all together, but then I noticed my Dad crying, and that set me off. It’s been an incredible two years, and Porsche has given me some a host of once in a life-time experiences and some fantastic

memories Driving cars from the Porsche heritage collection has been amazing. I’d just turned 17 when I got to drive the twin-turbo, 850bhp, 935/78 Moby Dick at the Goodwood Members’ Meeting in the company of Richard Attwood, Derek Bell and Jochen Mass. That was just unbelievable. The older cars feel a bit more delicate. The clutch was a nightmare. I thought I was going to burn it out, just getting the car off the line and driving it out of the pits I was slipping it that much and revving the engine so hard. I was so nervous. Once I got it going, I thought it wasn’t that quick really. I was sure I was in second, but I was actually in fourth, and when I went for another gear, I ended up in second, and the thing absolutely took off. With every lap that passed, I was going faster and faster. I could see my Dad leaning over the pit wall, and I knew he was thinking, “Daniel, that’s fast enough now, time to slow down.’’ I loved every minute, but at the same time, I was very glad to get it back to the pits in one piece. It’s been an incredible year for motorsport in Northern Ireland with Jack Young winning the Clio Cup, Colin Turkington winning the BTTC for the fourth time and me winning the Carrera Cup – all in the TOCA package. Colin said he thought they should move the awards ceremony to Belfast! People ask why Northern Ireland produces such good racing drivers. Maybe there is something in the water, or perhaps it’s that we just never, ever give up and that we always want to beat the English more than they want to

beat us. I do have a full season lined up for next year. It will probably be announced by the time the CarSport Yearbook prints. I’d love to tell everyone about it now, but I just can’t, or I would be in massive, massive trouble. I can’t wait for next year to start. For now though, I am working at Lyons Karting in Hillsborough. My Mum told me I needed to go and get a job! I answer the phone, run the track, and I can take the engines out of the karts, although it’s other guys who fix them. I’m not that good. Believe me, you wouldn’t want me working on your car. At least I can earn some money for petrol for the 911 Carrera I won for a year as part of my prize. I am driving about the place in that, and it’s absolute class. I am keeping my racing reflexes sharp by practising on my simulator at home, and in the evening, I like to relax and just play on it. I am racing Charlie Eastwood at rallycross. But he’s whipping my ass at the moment, so I need up my game!’ Dan Harper’s 2019 Porsche GB Carrera Cup Season Youngest ever champion at 18 2019 -1st Porsche Carrera Cup GB - Pro 2017 - 3rd Simpson Race Products Ginetta Junior Championship 2016 - 3rd Simpson Race Products Ginetta Junior Winter Series 2014 - 1st North of Ireland Karting Association - Mini Max

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PPP – Tyre Recycling Specialists

ver wondered what happens to your old tyres when you buy a new set? In many instances, old tyres are shipped out to India where they are burnt, but new legislation in India looks set to ban this happening. India’s National Green Tribunal has directed the country’s Central Pollution Control Board to regulate the import of waste tyres, to prevent India from becoming a dumping ground for highly polluting hazardous waste material from other nations. Prime Minister Boris Johnson has stated that he wants to ban the export of UK waste tyres to India. Portglenone company PPP are registered to safely and legally dispose of old tyres. Well known rally driver Peter O’Kane is the managing director of PPP commented that, “With PPP managing your waste tyres you can have peace of mind that your waste stream is fully documented from collection to disposal insuring your company fulfils its responsibility by disposing of its waste tyres at an approved and fully licenced facility.”

With PPP managing your waste tyres you can have peace of mind that your waste stream is fully documented from collection to disposal insuring your company fulfils its responsibility by disposing of its waste tyres at an approved and fully licenced facility. Full documentation is supplied for any consignment that we accept or collect from your site.

79 Gortgole Road, Portglenone, Co. Antrim, BT44 8AN T: (+44) 028 2582 2066 E: info@ppp-group.co.uk www.ppp-group.co.uk

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Eugene Donnelly

The correct processing of used tyres minimises the impact on the environment and converts them into a useful, sustainable and valuable commodities and benefits the economy. However, this is only possible if used tyres are returned to responsible retailers who abide by a strict code of conduct and practice. To avoid used tyres entering illegal waste storage sites, it is the retailers’ responsibility to ensure their waste is transferred to an authorised waste carrier and check their transfer documentation to determine the end facility that will ultimately receive their material is licenced

and is actually affiliated to that carrier. Your duty of care for the material you generate is not discharged simply transferring it to a carrier. “With PPP managing your waste tyres you can have peace of mind that your waste stream is fully documented from collection to disposal insuring your company fulfils its responsibility by disposing of its waste tyres at an approved and fully licenced facility,” says Peter. PPP also recently received a top award from Sustainable Ireland. This award recognises companies who can demonstrate a commitment and proven

business case for sustainability. Judges looked at how PPPs sustainable approach has improved performance, employee engagement, and investments that have enabled environmental, waste and energy efficiencies. Judges also praised PPP for innovative practices; future sustainability plans and awareness together with a high commitment in reducing its impact on the environment. The PPP logo will be familiar to many rally fans as Peter O’Kane rallies an EvoX while the company also sponsors Eugene Donnelly’s Proton Iriz R5 rally car.

PPP GROUP produces recycled products from used vehicle tyres.

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Congratulations to

Daniel Harper on winning the

Porsche Carrera Cup 2019

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142

2019 Pack & Pallet Irish Hillclimb and Sprint Championship Review Report and Photos: Dermot Kelleher

ith a new championship sponsor onboard and tales of classic hills reappearing in the calendar, the hills were alive again. Rounds 1 & 2 were held at the iconic Ballyallaban Hillclimb based in Ballyvaughan launched the championship off to a fashionable start. The Winter rumours were all put to bed as soon as Saturday morning broke in the paddock and it had been revealed what the off season tinkering and potential purchases had produced. Defending Champion Robert Dwane in his Turbo Hayabusa powered OMS 25 picked up from where he left off in 2018 by setting the pace from Run 1 with a time of 56.65 over 6 seconds ahead of his nearest rival. Gary Egan and Billy White sharing the potent Formula Renault commenced battle once again with Gary taking first blood in the first run just over half a second ahead. The pair improved times throughout the day with Gary clinching the runner up spot with a time of 60.23 and Billy at 61.22. Gary Cunningham powered his Global GT to 4th place but was still holding his cards close to his chest with regards his gossiped purchase. The thriving saloon championship opened with Brian Kirwan, Peugeot 205, James Doherty, Toyota Starlet and 2018 Saloon Champion Dara Fay in his trusty Suzuki Swift all contesting for honours on the opening event with Kirwan coming out on top with his first visit to the north Clare venue. Sunday saw a more relaxed atmosphere as the dull mist fell over the Burren’s limestone. Some extra entries in the form of 3-time Hillclimb Champion Frank Byrnes in his trusty Pilbeam MP45 filled the paddock as the pursuit of speed

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Robert Dwayne produced a masterful display in the Irish hillclimb championship winning all 10 events. began again in damp conditions. Dwane lay down a benchmark in the wet whilst struggling for traction with a time of 60.43. Billy White was closest at 63.17 while Gary failed to complete the run. Byrnes was wrestling with his V8 over the bumps but soon got back to his pace lying 2nd after run 2. As conditions got better so did the times with Dwane now down to the hill record of 55.03 with Egan closest at 58.67 after a battle with Byrnes in 3rd. Vincent Deery claimed fastest tin-top in his Vauxhall powered Lotus Exige stopping the clocks on a 65.39. The Wexford Motorclub Hillclimb, situated in Ballyanne overlooking the river Barrow hosted rounds 3 & 4. It was a fast open piece of road with some sweeping corners and tight chicanes to test both car and driver. The Sunny South east lived up to its name with 2 days of sunshine and speed. The pace was evident from Run 1 on Saturday as Robert Dwane blitzed the hill in a time of 54.66 seconds with closest rival, Hillclimb Veteran John Mahon in his DJ ASDI almost 8 seconds behind. Dwane further improved

his time by another 1.5 seconds and then opted to sit out the final run to preserve his machine for the following day. A titanic saloon battle opened up between, James Doherty, Brian Kirwan and Dara Fay all in the hunt for top saloon honours and the valuable championship points up for grabs. Kirwan set his course on the final run to claim 2nd Overall with a time of 61.05secs with Doherty just missing out at 61.67, whilst Dara Fay suffered a spectacular gearbox failure on the approach to a chicane. Limerick’s Willie Barrett in the Honda Civic had a memorable day after having an altercation with a stone wall, claiming the front end of the car. He dragged it to the paddock where he and fellow competitors stated to dismantle, straighten, source and fit a different radiator without missing a run. Sunday saw a similar start with Dwane opening with the fastest time of the weekend at 52.41 to take victory. The dice was rolled and it was Tomas O Rourke, Mitsubishi Evo 9 who came out best of the rest of the day. Championship sponsor, Tommy Gardiner in his carbonized Honda

Civic was pushing hard for the day to claim an impressive 6th overall behind Aiden Courtney in the Peugeot 106. The newly introduced “Artificial Speed Reduction” measures saw some spirited approaches throughout the weekend with Jamie O’Rourke, Fiat Punto, Jonathan Murray, Fiat Seicento and Sean Lambert, Citroen Saxo all clouting the barriers out of their way to the finish. The Clare Motor Club ran rounds 5 & 6 of the Championship in the hills of Feakle Co. Clare. The new venue attracted competitors from both near and far to sample some of the long straights and fast elongated corners that the East Clare venue had to offer. Saturday morning broke over the sunny slopes of Feakle as a day of speed and sport commenced. It was local man Dwane in his OMS 25 who opened the weekends time sheets on Run 1 with a time of 53.69 secs over the 2km course, setting fastest time of the day in the process. The Dublin based pair of Billy White and Gary Egan battled it out through the day to claim best of the rest, with Gary Egan taking 2nd Overall with a time

of 58.39 as Billy White followed him by a mere 7 hundredths of a second. Brian Kirwan , local rally driver, Michael Fitzgibbon, Honda Civic and Dara Fay in his mended Suzuki Swift swapped positions throughout the day with each of them on top of the saloon pile at some stage. In the end it was the Wexford ace of Kirwan claiming top saloon honours and an impressive 5th Overall. The ever trying Seamus Anderson made a verynote worthy performance in his Ford Anglia. Chasing Gary Graham in the Peugeot 205 for the class lead all day, Seamus decided to ignore the rain on the final run, so much so he refused to turn on his wipers before putting in a Kamikaze drive and piping Gary by a second. Sunday saw a whole different day of racing as the weather was not as kind, predictable or consistent as Saturday. Drivers had to pick and choose running times wisely between the heavy showers to give them the best possible chance of a dry run. The top 3 however was no different with Dwane setting the pace early in the wet with a time of 51.15 seconds, with Egan behind on 54.84 and White at 56.80. Michael Fitzgibbon shined through the rain as he usually does on the home hillclimb with a time of 60.57 taking top saloon and 4th Overall while Kirwan had to play second fiddle with a time of 62.01 followed by Fay on a 62.31. Rounds 7 & 8 we hosted in the rolling hills of Carlow on the outskirts of Nurney. The second year in a row this venue had been used with a few alterations to the course this year still allowed the top cars to reach speeds in excess of 225 km/h. Saturday began with a wet start as some drivers struggled to navigate through the narrow chicanes but as the clouds parted and surface dried the times began to drop. Robert Dwane continued his winning streak taking a comfortable victory with a time of 41.45 seconds, followed by Carlow native James Bradley in second at 48.26 after a close battle with the lightning quick Dara Fay just 0.35 seconds behind to claim the final spot on the podium. Gary Cunningham, unable to break into the top 10 was suffering some handling issues with what would be the final appearance of the year in his unique Global GT. An overcast Sunday morning allowed competitors to fettle a little longer than usual with their cars as

organizers transformed the layout of the course. With levels of grip diminished in the wet conditions and Francis Dempsey of Longford, wowed spectators with his best Ken Block impression drifting his trusty Fiat Cinquecento through the first junction. However this thrilling approach was not enough to catch class leader Mark Halligan over 2 seconds ahead. As the sun began to shine, so did Dwane in his OMS 25 opening the day with over an 8 second lead ahead of the eternal hard charging Kilkenny man James Doherty. Both drivers improved their times on Run 2 with Doherty closing the gap to 7.87 seconds. Russell Stanworth in his trusty Opel Lotus, captured 3rd Overall just half a second off Brian Kirwan in 4th. The fast lanes of Glenroe, county Limerick, hosted the final rounds of the season. The 3rd year in a row this looped sprint course has been used with its incredibly tight junctions and long straights testing both engines and drivers to the limit. Competition among the field was close throughout the weekend with changeable conditions. A wet start to Saturday morning saw drivers take a cautious approach, but it was Robert Dwane in his OMS 25 who set the pace on the opening run with a time of 77.38 seconds which he lowered to a 74.99 on run 2 as the roads dried out. Billy White and Gary Egan spent the morning fighting clutch trouble which would see them retire before Run 2. In 2nd place was Brian Kirwan over 10 seconds behind stopping the clocks at 85.75 with local man Russell Stanworth in the Opel Lotus just over a quarter of a second behind taking the final step on the podium. The saloon contenders top 3 were Brian Kirwan, Aiden Courtney and Dara Fay. Aiden in his Peugeot 106 had a silky smooth approach to keep the hard charging swift behind him after spending the season fine tuning his car set up. Gary Cunningham debuted his Turbo Honda powered ZCars Mini from Malta that weekend gaining attention from both competitors and organisers. Building up his times steadily getting familiar with the new beast. With severe weather promised for the afternoon, organisers and competitors were a lot more enthusiastic to get up and running early on Sunday. The dry morning saw times fall from the previous days pace with Dwane crossing the line at 73.00 seconds

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Billy White in his Formula Renault Brian Kirwan won class 3A and the Simon McKinley award in his Peugeot 205.

Dara Fay in his Suzuki Swift.

setting a new course record by just under half a second. Russell Stanworth chased him home in second place with a time of 82.00 and Gary Cunningham took third getting more acquainted with his new car on an 83.61. Saloon honours this time around went to Dara Fay, followed by Brian Kirwan, and Aiden Courtney, but the last charge from Fay was not enough to catch Kirwan for the Saloon championship top spot. With 10 wins from 10 events Dwane in his OMS 25 retained his title as Overall Hillclimb and Sprint Champion for 2019 and was awarded the coveted Frank Keane trophy for doing so. Brian Kirwan got to add his name to the desired Simon McKinley trophy for winning the Saloon Championship in his mighty Peugeot 205. With 2020 season opener in March to be held in Kirkistown Co. Down along with the beginning of the Northern Irish Sprint Championship this double header is not to be missed.

Championship class winners. Class 1a: Seamus Anderson (Ford Anglia) Class 1b: Mark Halligan (Fiat Cinquecento) Class 2: Willie Barrett (Honda Civic) Class 3a: Brian Kirwan (Peugeot 205) Class 3b: Damien Walsh (RT 2000) Class 4: Sean Murray (Lotus Elan) Class 5: Enda Byrne/ Siobhan McCann (Formula Vee) Class 6: John Mahon (DJ ASDI) Class 7: Robert Dwane (OMS 25) Class 8: Jamie Oâ&#x20AC;&#x2122;Rourke (Fiat Punto)

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By Graham Baalham-Curry

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Adrian Pollock speed in his veins

peed events in Northern Ireland motorsport are something you either love or hate, but for Omagh driver Adrian Pollock, speed is in his veins, having just been crowned the 2019 SW Adair Tyres Northern Ireland sprint champion. Aged 44, Adrian has been around motorsport all his life as his father, Robb, was on the starting grid long before Adrian came along. Being in the paddock from a very young age, Adrian soon got the racing bug and aspired to emulate drivers such as Ayrton Senna. Having started racing karts when he was around 12 years old, Adrian recalls his early memories commenting, “I remember my first event at Nutts Corner, as well as the fact that for the first year or two in karts I was absolutely atrociously slow. Something happened early on, I’d had an accident and it must have knocked my confidence. “One day though, something clicked and the fear left me, I was soon winning, eventually becoming Northern Ireland champion.”

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After this, the offer of a Formula Ford came along for Adrian to race, an offer which he grabbed with both hands and committed ten tenths to it, winning his first race at Kirkistown in 1994, as well as a few more rounds of the Northern Ireland Formula Ford championship along the way. It was Mondello Park however that has held firm in the memory bank for Adrian, “In 1994, at the Irish Formula Ford festival where some sixty cars could have been entered for the event with plenty of guys coming from across the

water, I managed to win my semifinal, before going on to finish third overall in the final,” Adrian explained. From there, the Omagh driver also raced Formula Vauxhall and Formula Opel, for around five years, across Ireland and the UK. That was until the recession hit, and with it, a sabbatical from the sport for this successful young driver. Adrian did talk about some of his fondest memories however, stating “Whenever I was racing Formula Vauxhall within the British championship, you had

the likes of Juan Pablo Montoya and our own home grown talent like Johnny Kane racing alongside you, people who then went on to make professional race driving their career. That’s something that I will always remember.” In 2007 however Pollock returned to the grid of Formula Ford racing where he remained until 2015, when the decision was made to retire from motorsport, at which point the car, and all that went with it, was sold. However, come 2016, Adrian found himself on the start-line once again.

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He missed the sport so much that he treated himself to the car in which he has just won the 2019 championship. Finding this discipline much more social and enjoyable than that of the grid racing he had been accustomed to over the years, Adrian still gets the same adrenaline rush and says it is every bit as competitive as racing, with the ‘big track’ at Kirkistown being his favourite. It is so competitive in fact, that I witnessed Adrian pull up to the pit garages at Kirkistown for a short photo-shoot after his last run, on the last sprint of the year and, the first thing he did was ask his dear wife Jenny, for the phone, to double check the timesheets online to see if he had won the event. Adrian explained, “The sprint scene is so competitive, there is such a huge buzz around it when you get to go out and try to beat somebody by a couple of tenths of a second. Over two laps it is so so intense. “I thought I would have struggled to be honest, as I didn’t think I would get that buzz that you get when racing, but from the minute you go off the line you’ll have to be 100-percent committed from there until the finish.” His 2001 F3 Dallara was originally raced in Germany, within the German Formula 3 championship for the first five years of its life, the car moved to England where it was converted to full sprint specification. This would have taken incredible amount of money as well as

hard work to convert the car successfully to the championship winning vehicle it is today and Adrian was fortunate to pick the car up once developed. Adrian explained, “The car now runs different wheels, different brakes and the set-up of the suspension is changed. The only Formula 3 thing about it is pretty much the chassis, as it now uses a 2litre 16-valve Vauxhall engine producing 300bhp, a super-highcompression engine that runs on methanol fuel and requires a rebuild every 200 miles.

this title and make it a hat-trick next year.

whilst also mentioning that the Monaco GP is worth a visit.

“I also need to thank my wife, Jenny, my father, Robb and my mother, Lib, without whom and their support, I’d not be able to add to the trophy cabinet.” As a spectator, Adrian has fond memories of the Indy 500, an event which provides the ultimate all-round motorsport experience,

Outside of racing, Adrian spends a considerable amount of his time as a sales manager at BMW Prentice in Portadown, and when not spending time and enjoying the company of his wife, Adrian can be found at the Kingspan Stadium cheering on the Ulster rugby team.

“Through the speed-trap my car could be 20mph slower than the likes of John Morgan’s car, but weighing in at just 450 kg and with a chassis set-up and aero-kit that is so developed, the grip is just unreal and all we had to do since taking ownership of the car was adjust the ride height and fine-tune the geometry.” Having done a couple of Hillclimbs in the in the car, Adrian did say that despite enjoying them, it just wasn’t sensible in such a vehicle with the speed at which trees and gateposts come at you and the fact that the suspension is set up for much smoother race track surfaces as opposed to bumpier back roads that are used for hillcimbing… “I’ve won the Northern Ireland Sprint Championship two years in a row now and this year was thoroughly enjoyable as Stephen Gault, in a very similar car, pushed me hard the whole season and made me work for this one, I hope to come back and defend

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Marking Time with Pat McAleer Words and Pictures: Graham Baalham-Curry

Pat McAleer setting up the timing at Kirkistown

orn in the year 1930, Omagh man Pat McAleer must surely be one of the oldest motorsport timekeepers in the world. Living in a small village by the name of Drumnakelly, just six miles from Omagh, Pat is surely one of the most humble people I have ever had the pleasure of interviewing. On being introduced for the first time, Pat’s reaction to the news that a feature was going to be run on him was a simple one. “Sure what would you want to do that for?” Pat asked. Having been involved in motorsport from he was about 18 years of age, Pat started off as a marshall, a role which he enjoyed for a couple of years before he started timekeeping on Omagh motor club events, from which he has continued on with his timekeeping role ever since. “My family has been taking over the role and have doing a much better job ever since, things

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have moved on a great deal since I started, when we used old Longines clocks that timed to the minute, today’s timing are down to hundreds of seconds, if not less,” recalls Pat. Once established in the early days, Pat soon found himself on the 5-day Circuit of Ireland rally event which covered every corner

of the Emerald Isle and saw McAleer Timing work alongside pretty much every single motor club in Ireland. Pat says, “I can’t remember my first event as a timekeeper, but I do recall my first time in Donegal, the year of which I can’t be sure but the event started outside a Garda station and was then

named the Rally of the Rosses. “I do remember being there with the old Morris 8’s and Austin 7’s competing alongside Hillman Imps and stuff like that, they were standard road cars back then and the crews didn’t wear helmets or anything like that. “The cars were very slow compared to what they do now,

timing was all in minutes, there was no seconds or tenths of seconds to be thought about back then. Right at the beginning clock cards were used, the machine for it took up the whole of the boot of the time-keepers car. “This meant that after the finish line, a competitor had to jump out of the car and run over to the clock machine to get their time stamped on their card, the time therefore was that at the stop line, not the actual finish line,” Pat recalls. As it happens, even after all the years that he spent time keeping, Donegal remains Pat’s favourite event to spectate on whilst some of his fondest days are those which were spent on the proper Circuit of Ireland rally when it toured the whole of Ireland and incorporated stages such as Molls Gap and the Healy Pass. As a mechanic by trade, Pat actually built the Mini Cooper used by Ronnie McCartney to win the 1964 Circuit of Ireland rally and, despite being 89 years of age, Pat was in the workshop the day before I interviewed him changing a set of brake shoes on a car. I think it is safe to say that this man has not only served his time as a mechanic, but is still serving his time on the tools, as well as the time-sheets.

One of the most memorable events for the McAleer family was the Bushwhacker rally around 25 years ago, son Declan explains, “We’d an old car that we were using to set up the one stage and after the rally was over, with five of us in the car, we all went for a wee spin, and we rolled it! “This happened within the stage, a stage which was only 3 miles long and, at the point of impact, we had managed to do 50 miles on that one 3 mile stretch of Road, it’s lucky none of us were seriously hurt!” Over the years the family have

“We’d an old car that we were using to set up the one stage and after the rally was over, with five of us in the car, we all went for a wee spin, and we rolled it! seen some sights at finish lines such as Gene Meegan and Pat Kirk rolling in front of them, as well as providing Jari-Matti Latvala with fresh soda bread, tea and buns, having retired with mechanical failure just beside

the McAleer’s timing van. Latvala appreciated the gesture so much that he sent Pat, and his late wife Mary McAleer, a signed photograph thanking them for the fresh food. Having been involved with motorsport for some 71 years now, there are two drivers that stand out in Pat’s mind. One being Jimmy McRae, the other Russell Brooks. Pat actually had the chance to catch up with Jimmy at this year’s Donegal International Rally where they reminisced the good old days. Pat hasn’t always seen motorsport from the side-lines however, as he once competed on two wheels atop the saddle of a Norton motorbike, racing at the likes of the Cookstown 100 before the realisation of the sports dangers and subsequent sale of his bike. Motorsport has always been close to Pat’s heart as he recalls, “Way back whenever I was running about, my father took me to a football match at Croke Park in Dublin, it was my first time there and I went in to see it, but it didn’t make much sense to me, despite my father being football mad” “A fortnight after that, the game went back to a replay or

something like that, and when we got to Dublin I got out and started walking around Dublin looking at the motorbikes. My father scolded me at this, scolded the whole way home and scolded for weeks after it, so that was the end of me and football!” Chairman of Omagh Motor Club, Gary Milligan, comments, “Pat’s contribution to the club over the years has been immense, not only to Omagh Motor Club, but all the local motor clubs and indeed outside of motorsport he has been timing marathons and half marathons as well as bicycle races. “Pat has been in Omagh Motor Club in excess of 70 years and there are some great stories from him from the past, he has now got his sons and a daughter, alongside his grandchildren involved with the time-keeping and without the McAleer family, there wouldn’t really be an Omagh Motor Club, that’s how important this family is to the club.”

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To relax away from cars and motorsport Pat spent a long time dancing with wife Mary and, despite losing Mary six months ago, Pat still tries to get to the dances to see old friends and enjoy himself.

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Words and Pictures: Graham Baalham-Curry

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TONY HAMILTON – 3O YEARS AND COUNTING

Tony Hamilton in his MG Midget

his year marked the 30th anniversary of the Thoroughbred Sports Car Club of Northern Ireland’s running of the Croft hillclimb just outside Holywood in County Down, Northern Ireland. This event marked the opening round of the Northern Ireland championship, and before the start, Tony Hamilton received an etched crystal piece for his trophy cabinet, in recognition of him starting the 30th consecutive TSCC run Croft hillclimb event. This surely has to be a recordbreaking attendance figure, and in fact you can add another two years onto this number, as Tony started competing on the hillclimb in 1987 at the helm of an MGB

GT, at a time when the event was organised by the 500 Motor Tony Hamilton Racing Club of Ireland. How Tony has never managed to miss an event in this length of time is beyond me, as let’s face it, life gets in the way, holidays get booked, and sometimes that dreaded thing called work can often take over our weekends and sometimes even our lives. Being heavily involved with the organising club, as well as having a wife who also became

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the event secretary for many years, has helped in the making of this outstanding achievement. Tony, along with current club President William Heaney, were part of a young and enthusiastic team who ran this event alongside the 500 MRCI for one year, before taking over completely in 1989. Back then it was a very steep learning curve for all involved, yet would not have been possible without the generosity of the previous organising club who lend around 40 fire extinguishers, flags, and large rolls of timing wire that even to this day, must run from the bottom of the hill to the top. It was the laying down and connecting of this timing wire, which was Tony’s main organising responsibility on the hill for the next 27 years. Tony would maybe say it was quite the headache, but it was something I assume he enjoyed. Transferring from a somewhat stressed and sleep deprived event organiser, after a hectic setup day, it is quite the feat to then

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Gerard O’Connell

try and relax as much as possible, before becoming a racing driver. I imagine however, that once as much of the event is set up as possible, switching off from official duties is probably the easiest and most welcome thing. For the next dozen or so years, Tony campaigned a 1970 MG Midget, a simple yet effective tool on the not so high speed, but more technical Croft event, and in the years to come, the event would see Tony drive a second MG Midget, Porsche 944, and finally his current Porsche 968. A one-time contributor to this very title, in November 1989, he wrote an article on the Circuit of Ireland Retrospective Rally, Tony commented on his accolade “From those small beginnings in 1987, I didn’t realise the large part that Croft would play in my, and my family’s life from then on. I was very humbled to be given my ‘Long service’ trophy by the present TSCC committee”. Tony smilingly continued: - “I have often described driving at Croft as being my favourite day of the year, and apart from my wife’s birthday (obviously), that is very true. Having been on the organising side for so long, I understand a little of the amount of effort that goes into running this event and others like it every year”

Team NI sets new records at International Autotest

By Raymond Donaldson

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Photos: Trevor Foster

The winning Northern Ireland team and their friends.

he Ken Wharton International Team Autotest is organised each year by the Hagley and District Light Car Club. The first Ken Wharton event in 1958 was held at Chateau Impney, and the organisers, the Hagley and District Light Car Club, had returned to the home of the event in 2018. In the early years the events were shown on BBC Grandstand and more recently featured on Top Gear and Sky. Chateau Impney was again chosen as the venue for the 2019 event, the 63rd time in the eventâ&#x20AC;&#x2122;s history. Teams from England, Wales, Scotland, Republic of Ireland and Northern Ireland are invited to compete for the most prestigious award in the sport. With significant changes in the driver line up of all the teams this year a close battle was forecast. Tensions were high going in to the first test and both England and Northern Ireland suffered early setbacks allowing Republic

The Republic of Ireland team

of Ireland to take an early lead of 3 seconds after test 1. Test 2 proved much better for NI and with some stunning times the deficit was turned into a 21 second lead with ROI in second and England a distant third. Test 3 saw NI further extend the lead to 35 seconds, a very comfortable lead at the half way point. A new layout was set for

the next 3 tests and NI again showed their dominance by setting times on the fourth test 19 seconds faster than their closest challengers to leave the overall margin at an incredible 54 seconds. The fastest times kept coming with another 9 seconds added to the lead and even with ROI taking fastest time on the last test NI

finished the day with a massive 57 second lead and winners of the 63rd event. In winning the 2019 event the NI team of Steven Ferguson, Ferguson Joinery Mini Special, Sam Bowden, Ferguson Joinery Mini Saloon, Trevor Ferguson, Euro Auto Commercials Stryker and Mark King, Moyola Precision Engineering Nova brought the

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number of consecutive wins to eight. This equals the record already held by NI, set in 1976 and brings the total number of NI wins at the event to 38. England and ROI have won 12 each. Northern Irelandâ&#x20AC;&#x2122;s domination of the event continues as a team and for individual wins with Ken Irwin also holding the record for the most appearances on a winning team, currently 15! The team would like to express their thanks to Woodside Haulage, Stena Line, Ferguson Joinery and Euro Auto Commercials for their generous support.

Guy Foster

Mark King

Trevor Ferguson in action at the Ken Wharton.

Mark King, Sam Bowden, Steven Ferguson and Trevor Ferguson

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By ANDREW BUSHE

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Wilson’s rollercoaster ride : James Wilson in the R5 Hyundai on the Ulster Rally

he 2019 rallying season was a roller-coaster for County Armagh’s James Wilson, with some incredible experiences, and a year where the 23 year old experienced both the highs and lows of rallying. The real excitement started in late 2018 when James was announced as the Motorsport Ireland (MI) Billy Coleman Award winner. “Looking back on it now it’s been a year’s rallying that I will never forget for the rest of my life,” says James.

“Winning the Coleman Award changed everything, and I was very fortunate to be the first person to win it with the new MI Rally Academy structure coming into fruition. That created so many extra opportunities and I am very grateful to MI, Sean McHugh and the assistance of people like John Coyne for the amazing opportunities and experiences.”

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James Wilson won the Billy Coleman award in 2018. He is pictured here with Tom Walsh

The year couldn’t have started better for James as he lined up for the British Rally Championship in his Peugeot 208 R2. There were other changes, a new co-driver in Arthur Kierans, a former BRC winner and the PCRS

team running the 1600cc front wheel drive Peugeot. It was a dream start on the opening BRC Cambrian Rally in the Welsh forests, with James taking victory ahead of William Creighton and lifting a cheque from Peugeot/

Total for £2500 for the win. The second round in West Cork wasn’t so fortunate for the team but they claimed an eventual fourth in R2. The Pirelli Rally in the forests near Carlisle followed

It was back to the R2 Peugeot for round four of the BRC in Ypres, but there was no fairy-tale on this event. An accident on shakedown, left a lot of work for the already deflated PCRS team to repair before the event start, and it was a rally that James’s heart wasn’t in. “It was only a week after Donegal and everyone in the team was still reeling from the loss of Manus Kelly. I don’t think my own head was even in the right place, as I found it hard to accept what happened to Manus. We had got to know him well as teammates in Killarney and he was an absolute gentleman. He gave us a lot of advice and banter, and he was one of those guys when

James on his way to 4th overall on the Galloway Hills Rally he walked into a room he lifted the whole atmosphere. It was huge loss to motorsport and a big shock for everyone. There was a lot of attention on us that weekend, and more so after the accident on shakedown. We had so many local people wanting our autograph before the start. We were up to second at one stage, which lifted the spirits in the camp but then I started to feel very unwell with heat-stroke, which wasn’t helped when we had a coolant leak inside the car. We pulled out and I was ill for a week or two even after that rally, it was by far the toughest event of the year for me.” Going from the lows of Ypres

to the highs in July of the Jim Walsh Cork Forestry, where James was back in the PCRS Hyundai R5. “That was the best event of the year for me, and to finish third overall on our R5 gravel debut was tremendous. From the initial test I just clicked with the Hyundai on gravel, it suited my driving style and we really enjoyed the rally so much that weekend.” That third place was a marker, as after two days James finished just 36.7 seconds behind winner Sam Moffett, further highlighting James’s ongoing development. The run in the R5 on the Ulster International was another disappointment as they crashed out on stage two. “We had a

decent time on stage one. It was very slippery, and on the long second stage we were having a great run, but I was just too committed and didn’t make a sudden left after a crest. It was another lesson I guess. The final BRC round in the Scottish forests for the Galloway Hills event saw James and Arthur try the PCRS R5 Ford Fiesta for the first time and they enjoyed it. “We had a plan to stick to for that rally and we did. It was important for us to finish and to gain experience of the stages, and we straight away got into a steady rhythm with the car. It was nice event with no real pressure on us.”

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and after a good pre-event test the team were feeling confident but in rallying you can never be sure and on stage one an oil light started to flicker, with retirement coming on the second stage. At this point the BRC title race was falling away from James. More than making up for the disappointment was lining up for the Killarney Rally of the Lakes in the PCRS Hyundai i20 R5! Tenth overall was a fine finish on the tough two day rally in the Hyundai, and James and Arthur were left itching to get back into the machine.

2019 has been a year at full throttle, both in rallying and in the family Road Tankers business with the move to new premises early in the year. With the R2 Peugeot soon for sale the goal is for more R5 drives in 2020, with a BRC campaign on the drawing board, but a lot needs to come together before that. “We have nothing concrete for 2020 but we are working on it. For sure we will try to be in an R5, but for now I’d just like to thank everyone for their assistance this year.”

James Wilson and Arthur Kierans 3rd overall – Jim Walsh Cork Rally 4th Overall – Galloway Hills Rally Former winner of the Billy Coleman Award