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Pacenotes R A L L Y M A G A Z I N E issue 111 | may 2013

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ESSENTIAL 12 PG GUIDE

How to Build an Escort Rally Car

OutÊ OfÊ theÊ Blue + martin holmes looks back at rally Portugal + club of the month TWO FINNS ON 1983 SAFARI RALLY

REPORTS FROM

// PORTugAL // canaries // chARTeRhALL // smc stages // cAeRWeNT // border counties // cADWeLL // d’isis // cIRcuIT Of keRRY // mIDLAND STAgeS // carrick forestry // // lookout // Lee hOLLAND + much more!

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Pacenotes M A G A Z I N E

R A L L Y issue 111 | may 2013

www.rallymagazine.com

ESSENTIAL 12 PG GUIDE

How to Build an Escort Rally Car

fintan mcgrady’s ultimate mk2 escOrt Build

Out Of the Blue + martin holmes looks back at rally Portugal + club of the month TWO FINNS ON 1983 SAFARI RALLY

REPORTS FROM

// PORTugAL // canaries // chARTeRhALL // smc stages // cAeRWeNT // border counties // cADWeLL // d’isis // cIRcuIT Of keRRY // mIDLAND STAgeS // carrick forestry // // lookout // Lee hOLLAND + much more!

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Issue 111 - May 2013

the team...

Publisher Simon Mooney launched Pacenotes in 2003. Ten years later, it remains as the definitive rallying read for the UK and Ireland.

Deputy Editor - Xav joined the team in October. Having worked on the IRC and WRC for world rally radio he will now also be ‘on the ground’ covering UK events in 2013.

Rallies editor (UK) Phil James joined the team in 2003. Phil is a seasoned photo-journalist and has been immersed in the UK rally scene for decades.

Advertising Manager Jason Curran joined Pacenotes in July 2009. He is a former karting champion and FF1600 racer, but now races a Clio.

Senior designer Jeremy Purdy joined Pacenotes six years ago. His skills ensure that Mooney Media remains at the forefront of graphic design.

Martin Holmes is a renowned author and journalist in the world of rallying.

He gives an exclusive insight to past and present rallies and competitors.

Kevin O’Driscoll is another Cork born man. He is passionate about the sport, has an endless knowledge of rallying, and specialises in ‘retro’ articles.

Pacenotes is published on the last Wednesday of each month.

This magazine is copyright MooneyMedia Ltd 2013. Contents may not be reproduced in any form or stored on any electronic system, without written permission. All rights reserved. No responsibility is accepted for any unsolicited material. Reasonable efforts are made to ensure the contents are accurate, but the publishers can accept no responsibility for the effects arising there from. Reasonable care is taken while accepting advertisements, but no responsibility can be accepted for any resulting transactions.

contents

DEPUTY EDITOR xavier mccartan xavier@pacenotes.net mobile: 07515998572 RALLIES EDITOR (UK) phil james phil@pro-rally.co.uk mobile: 07771 768 657

ADVERTISING MANAGER jason curran sales@pacenotes.net tel: +44 (0) 28 4066 0390 COVER IMAGE: john o’neill

60 SOUTHERN FORESTRY carrick forestry

08 MARTIN HOLMES portugal afterthoughts

64 RALLY X lydden & mallory park

12 GUEST COLUMN with martin brady

66 CLUBMAN RALLYING get it sideways & lookout stages

14 WRC portugal

68 RALLYSPORT ASSOCIATION aghadowey

16 ECOSSE F1000 JUNIORS charterhall

70 UK F1000 JUNIORS lee holland

17 SCOTTISH TARMACK C’SHIP charterhall

74 CLUB OF THE MONTH southern car club

18 RALLY BARBADOS 2013 marshals competition 20 CLUBMAN RALLYING smc stages & tour of caerwent

026 // REPORT // EUROPEAN RALLY CHAMPIONSHIP

RALLY ISLAS CANARIAS WORDS: XAVIER MCCARTAN // IMAGES :: ERC

Kopecký Wins as Kubica Stars

26 ERC rally islas canarias 30 CLUBMAN RALLYING circuit of kerry 34 MARTIN HOLMES: RETRO 1983 safari rally

40 MK2 ESCORT build guide 52 IN MY GARAGE fintan mcgrady’s mkII escort 57 RALLY AMERICA pre event testing 58 CLUBMAN RALLYING midland stages

I have to say it’s good for us and ŠKODA. We didn’t expect rain and that’s why we were losing so much on the first day. But the set-up of this car for the dry conditions is really perfect.

punctures slowing his progress on the final afternoon. Antonín Tlusťák extended GPD Mit Metal Racing Team’s lead of the overall entrants’ classification in 10th place after a faulty clutch was changed at mid-day service. Zoltán Bessenyey moved to the top of the FIA ERC 2WD Championship standings after beating Suzuki privateer Hermann Neubauer to second following a close battle.

Pacenotes says…..

For the newly formed ERC and Eurosport 2013 was always going to be a year of transition. The

downscaling of the Skoda factory team has not helped, but the addition of the Peugeot factory team certainly has. The welcome addition of Robert Kubica, in the Citroen has created huge interest too and one hopes that this will add to the championship as the year goes om and other drivers enter the fray. It bodes well for Rally Poland later in the year, which should see massive crowds to cheer on the local hero. Action from the next round will be in the coming issue of Pacenotes.

P

RESULTS

JAN KOPECKY & PAVEL DRESLER

22 SCOTTISH RALLY C’SHIP border counties

26

Local hero Luis Monzón completed the podium in his Mini after he fought back from a puncture on day one in style.

Aigner took fourth, Bonnefis finished fifth with Antxustegi completing the top six. Elsewhere, János Puskádi scored his first ERC points of 2013 in seventh with Jean-Mathieu Leandri overcoming a late puncture to claim eighth overall in a 207 S2000.

Robert Consani ensured maximum points for Team Renault Sport Technologies in the FIA Production Car Cup for teams in ninth overall despite two

& 3RD: LUIS MONZON DENIZ JOSE CARLOS

Jan Kopecký made it a hat-trick of wins on Rally Islas Canarias El Corte Inglés to move into the lead of the FIA European Rally Championship. His success, at the wheel of his Michelin-shod ŠKODA Fabia Super 2000, followed Robert Kubica’s dramatic retirement from top spot when he damaged his Citroën DS3 RRC striking a barrier on Saturday’s second stage.

That said, it was Kubica that was the star of the show, leading up to and during the event with his pace and approach from the shakedown.

The Canadian 200 GP winner was making his ERC debut in the DS3 and had been leading by more than one minute after going fastest on all eight stages on Friday. But he hit trouble on a right-hand bend approximately five kilometres from the finish of stage 10 and slid wide hitting a barrier. His heroic performance, however, earned him the prestigious Colin McRae ERC Flat Out Trophy.

Of his accident, Kubica explained, “We were in a highspeed downhill section. It was quite big braking into a third-gear corner. Unfortunately when I hit the brakes I lost the rear of the car and I had to reduce the pressure [on the brakes] otherwise I would spin and the road was very narrow.

I tried to do the corner, but I didn’t reduce enough speed and I hit the barrier with the rear-left corner.

Then with the front we dived into the barrier. It’s a shame, but unfortunately this can happen.”

Kopecký, meanwhile, who moved back on top of the ERC drivers’ standings by 18 points following his success on the

opening round in Austria said, “I have to say it is good for us and Škoda. We didn’t expect rain and that’s why we were losing so much on the first day. But the set-up of this car for the dry conditions is really perfect, and we had no problems. Robert was great, but he made a mistake, which can happen in rallying.”

2ND: CRAIG BREEN & PAUL NAGLE

Behind Kopecký and codriver Pavel Dresler, Craig Breen continued his strong start to his career as a member of the Peugeot Rally Academy in an impressive second place alongside navigator Paul Nagle. His cause was not helped on the Saturday morning when he incurred a ten second time penalty for leaving service in Las Palmas behind schedule. The delay was caused because of typre choice decisions being left until the last possible moment. Breen also left his glasses behind. Saturday though was a day of testing and working on the car for the crew with a view to the events coming up for them in the near future as part of the Peugeot Team.

There was disappointment for team-mate Jérémi Ancian, who was forced to stop when he ran out of spare tyres after suffering punctures on successive stages.

1 Jan Kopecký/Pavel Dresler ŠKODA Fabia S2000. 2:24:30.9s 2 Craig Breen/Paul Nagle Peugeot 207 S2000 ...... +1:52.4 3 Luis Monzón/Jose Carlos Deniz MINI .............................. +3:18.9 4 Andreas Aigner/Jürgen Heigl Subaru Impreza......... +6m50.8s 5 Germain Bonnefis/Olivier Fournier Renault Mégane N4 ....... +8:31.0 6 Gorka Antxustegi/Alberto Iglesias Suzuki Swift Sport S1600+9:21.6 7 János Puskádi/Barna Gódor ŠKODA Fabia S2000.... +10:13.6 8 Jean-Mathieu Leandri/Renaud Jamoul Peugeot 207 S2000 .... +11:05.8 9 Robert Consani/Tibo Gorczyca Renault Mégane N4 ..... +11:57.7 10 Antonín Tlusák/Lukáš Vyoral ŠKODA Fabia S2000.... +14:05.2

4TH: ANDREA & JURGEN S AIGNER HEIGL

ERC Production Car Cup: 1 Andreas Aigner (AUT)/Jürgen Heigl Subaru Impreza R4 STI ERC 2WD Championship: 1 Gorka Antxustegi/Alberto Iglesias Suzuki Swift Sport S1600 ERC Ladies’ Trophy: 1 Ekaterina Stratieva/Veronica Boni Citroën C2 R2 Colin McRae ERC Flat Out Trophy: 1 Robert Kubica (POL)

Standings After Round 3

PAUL NAGLE

1 Jan Kopecky .......................... 76 2 Craig Breen ........................... 58 3 Jari Ketomaa ......................... 39 4 Francois Delecour ................. 32 5 Bryan Bouffier ....................... 31

WITH A

YOUNG

FAN!

2WD Drivers 1 Zoltan BESSENYEY ............... 53 2 Hannes DANZINGER ............. 43 3 Gorka ANTXUSTEGI .............. 39 4 Risto IMMONEN.................... 39 5 Elwis CHENTRE ..................... 38 Next round: SATA Rallye Açores, 25-27 April 2013

MAY 2013 pacenotes

pacenotes MAY 2013

CLUBMENæ INSIDEæ THISæ ISSUE... alistair oram leroy mills 34

034 // RETRO WRC

KENYA RALLY EXPERIENCE WORDS :: MARTIN HOLMES // IMAGES :: MARTIN HOLMES RALLYING

Thirty years ago in Kenya

31st Marlboro Safari Rally: Timo Salonen

A tale of two Finns...

Easter time traditionally witnessed a loyalty tug-of-war for British rally fans. You ventured across the Irish Sea to the Circuit of Ireland or you ventured further afield to Kenya for the Safari Rally. Both events fascinated in full measure and are now sorely missed. So far as both events were concerned, they produced endless scores of memories, each leaving a legacy for the sport.

This is a story about what happened in Kenya

thirty years ago, when the reality of being in the right place at the right time was never more important. For Ari Vatanen, it was real, for Timo Salonen it definitely was not.

Even the evening before the finish, nobody would have given Ari Vatanen a hundred-toone chance of winning this event. Few who had followed the career of this wild young Finn over the years would have given him any chance of finishing, let alone winning the toughest rally in the world. But when the final engine disaster hit the previously undefeatable Nissans and the pressure of leading for so long finally got through to Audi’s local specialist Vic Preston Junior – it was the turn of Vatanen’s Opel to lead. Most people had considered that any success for Opel would go to his venerable team-mate Rauno Aaltonen, entered on his twentieth Safari and the most experienced of any works driver on the event, but engine trouble was to defeat him.

Having entered six different types of car on this event in the past six years Nissan had now come to the Safari with the 240RS, which was first seen at Monte Carlo fitted with new 16-valve engines, which were to fail and end their four year reign of Safari success. Audi were present in Kenya for the second time, using the already established heavyweight Quattro, the last appearance before a lightweight version was due in Corsica.

The Opel Ascona 400s were appearing in the WRC for the last time, as the new Manta 400 was also due to appear in the next WRC event.

There was a wonderful collection of other cars on the event, not the least being special pick-up Datsun 1200 and Peugeot 504 cars.

Rob Collinge entered a lightweight Range Rover and there was a surprise return to competition for Alfa Romeo, who entered a Group 2 Alfetta GTV6 for Sandro Munari, on which considerable work had been carried out for the event.

Audi’s plans took an early setback on the leg down to Mombasa when Mikkola stopped with a water pump pulley failure and lost two hours while it was repaired. The time loss was bad enough, far worse was the fact he was running last on the road and had to catch up through the dust of slower cars, many of whose drivers had no

knowledge of the monster behind. Michele Mouton took over the lead. Munari was delayed when he ran out of fuel, but as soon as the rally had left Mombasa and started back again for Nairobi, Mouton lost nearly three-quarters of an hour when a wheel fell off, not having been fastened properly at the last service point.

Suddenly Nissans were leading, as had become normal at the Safari, but shortly before reaching Nairobi at the end of the first leg the Japanese suffered a most alarming series of misfortunes.

Firstly Shekhar Mehta went out, then teammate Mike Kirkland, both with cylinder heads troubles, but at least Timo Salonen was poised to regain the lead. Misunderstandings at the Nissan service point cost time and put Vic Preston Junior ahead at the regrouping point.

The second leg run inland to the north held fewer terrors, despite pre-rally predictions. Preston kept his lead and Salonen

31st Marlboro Safari Rally: Winner: Ari Vatanen / Tery Harryman (Opel Ascona 400)

consolidated second place. Mikkola was gradually edging his way back into contention, lying sixth overall at the end of the leg, with every hope of catching back more places before the finish. The Audi cars looked and sounded strong, arriving back in Nairobi the first three cars on the road. It was clear however that the third leg would make or break the cars. The first section ran non-stop to Kakamega, by-passing big towns and twisting endlessly round the tea plantations near Lake Victoria. As the rally reached Kakamega things finally started to happen again. Vatanen was lying sixth overall with less than 20 controls to go. Mouton had trouble, then the rally leader Preston had a power loss which meant he had to change his turbocharger. This meant he lost his place at the front of the rally which Aaltonen in the Opel took over. Preston still retained the overall lead, but now had to drive at night in other drivers’ dust. Problems came soon in the form of an accident which badly damaged Preston’s car and caused retirement. Salonen took over the lead, but he was wondering how long his engine would last. During the night Aaltonen had gone out with engine failure, Mouton had lost another wheel. At dawn on the final day Salonen was still leading, but his engine finally expired during the final morning.

So Vatanen was in the lead, but he was nervous about his axle. The time schedule was too tight to risk changing it. Driving with a new-found maturity he kept going withstanding the pressure from Mikkola, who had risen to second place. A late retirement was that of Rob Collinge with his Range Rover, who crashed three sections from the end. For Opel and particularly their sport boss Tony Fall it was the fulfilment of four years of steady and

unspectacular effort. It had been a disaster for Nissan even if the privateer Jayant Shah came fourth. Being in the right place at the right time is still a prerequisite of the sport for Ari. The story for Salonen was quite the reverse of that of Vatanen. Salonen, “There were three of us in the Nissan team for the Safari Rally in 1983. Both the other cars retired with broken engines on the first leg, which left me alone.

We were doing quite well until the second last afternoon when I started to hear some noise from the engine, like a lot of piston slap. We came to a rest halt and as we had a lead of a little more than two hours. I told our team manager Takashi Wakabayashi that we should stop at the next service point and open the cylinder head. We knew that it was only a one hour job, and we would still be well in the lead of the rally. Wakabayashi tried to tell me what I could hear was a normal engine noise, so nothing would be done! We drove off down the rally route and then something came out of the engine compartment on to my windscreen.

It was fluid and it wasn’t rain. It was oil. The engine then started to run on three cylinders.

I stopped and radioed for the service vans to come. It took some time before everybody arrived and started work on the car. A valve had hit a piston. After a little more than an hour they swopped the cylinder head from the practice car and we were back in action again. To start with the car felt perfect, but then later, even after I had started to drive on slowly a piston failed. As this was in fact only one short competitive section left to run, so we still carried on. The engine trouble got worse.

By the time we got to the start of the section there were

only two cylinders working and then it gave up altogether. For me the worst thing about not winning the Safari was not the loss of the victory but the fact that the team did not believe what I had told them. They could not accept what I had said about the engine. I suppose they did not want to believe me, because they had always built reliable cars before.”

When the history books were being written a lot of very significant facts emerged. The Opel Ascona 400 had truly come to the end of its career as Opel’s most successful rally car. Its life was soon swamped by the new generation turbocharged and total traction cars. It was also notable that it was the first type of car which had won the two extreme events in the sport, Monte Carlo Rally and the Safari. It was the last major rally victory for Opel, apart from Sepp Haider’s win in a Kadett in the drivers’ championship in New Zealand in 1988. And apart from the remarkable victory of Bernard Beguin in Corsica in 1987, Vatanen’s win in Kenya was also the last time a major classic WRC event was won by a traditional format of normally aspirated car.

P

pacenotes MAY 2013

052 // READERS’ CARS // FINTAN MCGRADY’S FORD ESCORT MK2

IN MY GARAGE

WORDS :: JONATHAN MACDONALD // IMAGES :: JOHN O’ NEILL

Out of the Blue

MAY 2013 pacenotes

52

From an early age, Fintan McGrady has enjoyed an interest in cars. His uncle owned a garage in Downpatrick and he was only too happy to show a young Fintan the ropes in the mechanical world. Soon that interest in cars developed into an interest in rallying as well as a burning desire to compete in top line Mark 2 Escorts!

“My uncle taught me a lot in the garage and then I started rallying in the mid to late ‘70s,” Fintan explained. “At first I did a lot of events in the Northern Ireland navigation series. One thing led to another and then I built my first Pinto Escort in 1983.”

On his first stage rally, Fintan took his modest Escort to 30th overall at the Wexford Stages.

That marked the beginning of a long list of successes in this particular car, which he admits was “underpowered, but reliable”.

“We ended up doing 62 rallies in that car and finished 61 of them.

We even finished sixth and seventh overall in the Circuit of Ireland on two consecutive years during the mid-80s.”

Fintan went on to win the two-litre class in the 1985 Dunlop Irish Tarmac Championship. It was after that he decided to sell the car and dabble in a range of other machinery, which included a G3 Escort, a number of Cosworths and even an ex-Carlos Sainz Celica.

“I built a Vauxhall engined G3 and went on to finish second and third in class on consecutive years in the Irish Tarmac

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pacenotes MAY 2013

Championship,” he revealed. “We also had another top 10 finish in the Circuit of Ireland Rally.”

Fintan sold his G3 during the mid-90s before purchasing another Mark 2, although he didn’t hold on to that car for too long. He moved on to Group N and Group

but finding the time to go rallying while keeping his business under control was becoming increasingly difficult.

“I have never left rallying but there have been times when I’ve had long breaks from competing,” Fintan admitted. “I’ve only been

I’ve only been able to fit it in with great difficulty.

If I was competing in Cork, for example, I would have got someone else to take the car to the rally for me to allow me to stay at work. Then I would have left home at dinnertime on the Friday, gone down for the rally, and arrive back for work on the Monday...

A Escort Cosworths, and used an ex-Gary White Cosworth to win the New Year Stages Rally.

At the same time, he was working hard at building his Downpatrick based insurance business. Fintan had been employed by the local bank until 1990 when he decided to make the leap into the insurance world,

able to fit it in with great difficulty.

If I was competing in Cork, for example, I would have got someone else to take the car to the rally for me to allow me to stay at work. Then I would have left home at dinnertime on the Friday, gone down for the rally, and arrive back for work on the Monday.”

It was in 2007 that Fintan

started to go rallying on a regular basis again, this time with a Camillus Bradley built Mark 2 Escort.

“I couldn’t get over the difference in pace of the Mark 2 Escort compared to my old car,” Fintan explained. “And this white car turned out to be a very successful car once we got on to it.”

Fintan went on to finish second in the Ulster National Rally in 2010, third in 2011 and seventh in 2012. He also won the two-litre 16 valve class in the Northern Ireland Championship, becoming the proud winner of an N.I. title as well as and Irish title, albeit 15 years apart!

But Fintan’s Mark 2 Escort marriage doesn’t stop there, and that brings us on to his latest mount which adorns these pages.

This beauty is a completely new build to Fintan’s specification, and it all started from a road car that had been imported from somewhere in the Netherlands.

“I had gathered up a lot of bits and pieces in the loft over the years,” Fintan explained, “and then I came across this car which started life as a left-hand-drive 1300L. A guy from Cushendun had

MAY 2013 pacenotes

004 // newS Round-up

STARTline

full chAT

foR All The lATeST newS follow uS...

Cronin Flies on World Rally Debut

The Famous Ford Escort Hello everyone and welcome to our latest edition in what is our 10th Anniversary Year...

I do hope you like our cover shot of Fintan McGrady’s beautiful Escort MK2.

We have worked hard this month to bring you a very special editorial feature.... 12 pages on How to Build a MK2 Escort Rally Car! It cover most areas you need consider when building your own rally car... I trust you will enjoy it and have an understanding of the serious work involved.

A big well done to all our local boys on the recent Rally Portugal, Keith, Robert and Ali showed the world that GB and Ireland still produces great talent.

This will be the first year in Pacenotes history that we did not feature a rally at Easter.

The snow played havoc here in Co Down but also on the UK mainland.

You can see on page 32 my Delta on the Slieve Croob stage on Easter Sunday... infact the snow only just cleared last week! Although the decision to cancel was difficult, the correct call was made and I commend those involved.

Keep safe on the stages.

Simon Mooney Publishing Editor

Digital & Print Editions available now from: rallymagazine.com

World rally debutant Keith Cronin started his 2013 rally campaign in style after setting a string of fastest stage times and emerging as the surprise leader of the WRC3 support category after day one of Rally de Portugal.

On his first-ever FIA World Rally Championship event, Cork driver Cronin was blisteringly quick, but was forced into retirement half-way through day two after his Citroen DS3 R3T ground to a halt at a river crossing. His remarkable pace saw him set fastest times on half of the stages completed before retirement and he eventually finished fifth in WRC3.

Keith Cronin said, “Overall I’m very happy with the performance we’ve had in

Portugal bearing in mind it’s my first WRC rally and my first time on these stages. I was really happy with my pace on the first day. In some places the notes were a little too fast and we lost a little time here and there just running wide. But that’s what you find when you make the step up to this level.

The experience I’ve gained will definitely benefit me in the next event but it’s very encouraging to know that I’m on the pace of the other top guys.

“It was disappointing to retire when in the lead of the rally but we’ve got points for fifth and I’ve picked up a lot of little areas for improvement so I know we will come back strong again on the next rally in Sardinia.”

Citroen R5 Launched A big surprise awaited journalists who attended the presentation of the Citroen Top Driver line-up in Faro. Citroen Racing produced a mock-up version of their previously secret DS3 R5 car, well ahead of the expectation that nothing would be announced until later in the year. Specific details in Portugal of the car were sparse, but there was no attempt to deny that the Citroen R5 continues the traditional common development of some years ago, in which the same technical aspects of the Citroen were shared with Peugeot models.

Matton said, “Citroen has the complete range of available competition cars for customers, like a progressive pyramid. We have R1, R2, R3 and R5. The idea is that this car (the R5) will replace the Super 2000 and it will be the top level in the national championships and in the WRC2.”

Competition Car Insurance Quoting Live On Track!

As the insurance provider to The British Rally Championship in 2013, Competition Car Insurance now have the facility to provide live “On Event” rally quotations at each BRC round in 2013. I will be in service on the Friday before the events equipped to provide and put in force quotations and as an added incentive the administration fees will be removed.

See you in service in the BRC Village!

Jaz Bareham – Motorsport Account Executive

twitter.COM/ pac Correction 2013 Pacenotes Rally Guide In a recent edition we listed the

Caerwent Patriot Stages Rally as being run by Three Counties CC. This is incorrect and is in fact organised by Forresters Car Club as well as the Patriot Stages Rally and has been so for many years.

The September 29 event is a round of the Millington Challenge and also the REIS Get Connected Asphalt Rally Series.

Apologies for any confusion caused!

Revolutionized Impreza!

Warren McKiernan of Revolution

Wheels has just received delivery of his new mount from Retro Power in Leicestershire. At the time of Pacenotes going to press Warren commented that he was over the moon with the Car. “Nat and Callum did a super job on the car.” Retro Power offers a complete restoration, modification and motorsport preparation service for all vehicles with a focus on modern, classic or retro cars.

Check out www.retropower.co.uk for the full build process.

Petters WRC winning Subaru Restored.

Stuart Hall from Nortech

motorsport has just sent us this sneak preview shot for Solberg’s championship winning Subaru WRC after its complete restoration…

Look out for the full photo-shoot that will appear in a future edition.

Om/ pAcenotesRALLY

DIscoUnt FeRRIes WItH ALL MAJoR coMpAnIes

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New World Rally Car rules in 2014 Portugal rally trip a success for Myerscough motorsport students Motorsport students from

Myerscough College spent one week in Portugal as they helped with the organisation of the latest stages of the Junior World Rally Championship.

The students, from the college’s Foundation Degree course in Motorsport Management, were choosen by the M-Sport team.

During their stay, the students helped with all aspects of the event’s preparation, racing and aftermath. M-Sport currently have the contract to supply the championship with the vehicles used, meaning all ten drivers, from across Europe, race in especially modified, but identical, Ford Fiesta R2s.

The students - Amy Ellison, Andrew Nash, Alex Henry, Will Talbot, Oliver Brown and James Turner – have also been working on the same vehicle in the workshop at Myerscough College.

The group will be also travel to Greece, Finland, Germany, France and Spain before the final round in Wales.

Weeton Regs Available Regulations are now available

for the Keith Frecker Memorial Weeton Stages organised by Blackpool South Shore Motor Club and held at Weeton Army Camp, Nr Blackpool on Sunday June 9 2013. The organisers have invested considerable time and money in the venue during the past 12 months and the 55 mile stage route has been designed to use only the smoothest roads. The entry fee is £225 and the event is a round of the ANWCC Stage Rally Championship. Full particulars can be found at www.bssmc.com

Christian Loriaux, chief engineer at M-Sport, has highlighted the background behind the desire of the FIA to introduce new rules regarding the homologation for World Rally Cars in 2014. “A change was decided a long time ago, in order to tidy-up the homologation and the technical regulations. The homologation rules have become very confusing. They are all listed in many different papers and I think the rally technical chief Jerome Toquet has tried to put the rules back more into one document. There are to be no technical regulation changes as such, but more a change in the procedure in the homologation.

“It means everyone can start again with their paperwork in January 2014 and start counting their permitted changes to homologation (“jokers”) from that time. The joker system will hold good for the three years 2014-2016 and then we start counting the jokers from then again in 2017. One major proposed change is that it is no longer necessary to homologate an RRC car as a stepping stone to the WRC. We believe the reason for this is that the RRC and the old 2-litre S2000 will be taken over by R5 in the future.

“The change could give manufacturers the opportunity to homologate a completely new car in 2014, but not for us at M-Sport, though we are still planning a full evolution re-homologation next year.

Our work at M-Sport is mainly centred around the R5. The team has been running the R5 car for a while now and they have got a couple of things they want to improve, but apart from that I think it’s been going pretty well. I was thinking it would be very difficult to meet the weight target (limit), but we’ve reached our weight targets so the guys have done a really good job.

The main unexpected area concerned the R5 rollcage.

For WRC cars we have more freedom in roll cage design and we were hoping to make use of our experience with that design which we still believe is safe but we were not allowed to do that.”

Hyundai has already stated that their i20 WRC will be the first car designed strictly for the new rules. FIA Rally Director Jarmo Mahonen stated at the Rally of Portugal that World Rally Cars will remain the premier formula for rallying until 2016 at the earliest and any change effective in 2017 must be agreed in 2014.

Moffett gains Young Rally Driver of the Year nomination Josh Moffett has been nominated for this year’s Motorsport Ireland Billy Coleman Young Rally Driver Award.

The winner of the Motorsport Ireland Billy Coleman Young Rally Driver of the Year Award will receive €50,000 worth of support to contest stage rallies nationally & internationally in 2014 along with the support of Billy Coleman co-ordinator, Tom Walsh. The two runners-up will receive free entries into a number of MI permitted events in 2014.

Five bi-monthly winners will be selected through to SeptemberOctober, joined by the winner of the junior championship in the Dunlop National series, the winner of the junior class in

the Valvoline National Forestry Championshi, and a wildcard selection.

Moffett, aged 20 from Monaghan finished second in the Group N class in both the Galway International Rally and the Birr Stages Rally. He also finished seventh overall n Limerick MC’s opening round of the Irish forests series followed by third overall at the Moonraker. may 2013 pacenotes

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006 // news round-up

full chat

for all the latest news follow us... twittEr.COm/pAcenotesRALLY FaCEBOOK.COm/RALLYMAG

Maurice Chomat has Died RallyTrader.ie Back online!

Sean Lambert has recently re-launched www.rallytrader.ie after acquiring the site early in the new year.

A new range of motorsport clothing is available online now, with jackets costing 75euro delivered and Beanie hats at 11euro delivered.

Go online and support this great Irish enterprise. It is a great way to buy and sell your rally cars and kit…. And for a limited time it is free to use.

Desi Henry Secures New Sponsors Up-and-coming Northern Irish driver Desi Henry will challenge for victories in this year’s revised MSA British Rally Championship with the backing of two new team sponsors.

Helping the 23-year-old this year will be Kilrea-based SJC Hutchinson Engineering Ltd, and Ireland’s leading online value bathroom specialist, Bath Shack.

Henry said, “The car has been completely re-built. We’ve made a lot of changes to it, so I’m confident it’s as good as it can be.”

He added, “The aim this year is to be in a position to challenge for the drivers’ title. I know it’s a very difficult championship, but there are a lot of rallies, a lot of stages and a lot of miles ahead. Points make prizes, so on every round the goal will be to finish somewhere on the podium.” pacenotes may 2013

Maurice Chomat, aged 60, the official Citroen WRC rally driver from 1983 to 1988, has died after a long illness. He competed in the days when Citroen were active with smaller cars, starting with the 135bhp front-drive Visa Chrono Group B car in 1983 in which he won his class in the Lombard RAC Rally, then the four-wheel drive Visa 1000 Pistes from 1984 to 1987, in which he won his class in the Safari and the Acropolis.

Later he competed in an official AX Sport and won his class in Monte Carlo. He had also been an active motor cycle racer, competed in rallycross, French gravel championship rallies and ice racing. After retiring from active competition he managed a karting track in south of France.

Malton Entry fee price freeze and different stages.

The entry fee will be frozen for the Malton rally at £460 with 40 miles of stages, but this year each of the six stages will be different.

The event will take place on the traditional date of Sunday November 3 and will again be based at the Dalby Forest Visitor Centre near Pickering in North Yorkshire. The stages will be held in Langdale, Gale Rigg and Cropton forests with central servicing at Adderstone Fields.

This will be the 16th year that Chris Mellors, proprietor of the MEM World Rally Team, has supported the club with various events. Regulations will be available in late August from www. maltonforestrally.co.uk. The entries secretary is Maxine Leggott and can be contacted on 01347 821391.

The Duns Dash and Langton Splash ....

The organisers of the Jim Clark Rally, in the Scottish Borders from June 31s to June 2, has created a totally new special stage for this year’s event.

The 2013 rally will again start from Duns town square on the Friday evening with the traditional 1.2 mile stage through the streets before heading out to the notorious 16- mile Abbey St Bathans test. That will be followed by a run through the new test. Then the crews will do it all again.

The Langton water splash will also feature in the rally.

The Langton stage is always a favourite with spectators and once again full commentary will be provided as the cars tackle the test.

With the conclusion of the

British Rally Championship part of the event on Saturday evening, that means the Reivers Rally on Sunday will be run exclusively for competitors in the ARR Craib Scottish Rally Championship and the Blue Scottish Tarmack Championship, plus the regional SG Petch ANECCC Championship and Borders Rally Championships. There will be eight stages for the Sunday crews.

A Grandstand View at MANX!...

This year’s Manx National Rally (May 10/11) will, once again, be based at the TT Grandstand in Douglas but, in a change to the format of recent years, each of the two legs will begin and end there.

The first car will leave the start of the rally shortly before 7.00pm on the Friday evening and eight special stages, totalling 22 miles, will be completed before the conclusion of the opening leg. Following an overnight halt, the second and final leg begins at 8.30am on the Saturday morning. Over 90 miles of competition, contained in a further twelve stages will lie in wait for competitors before the finish.

Central service throughout the rally will be in the area behind the grandstand.

The entry list for the Manx National Rally is growing by the day and anyone who fancies joining it will find all the relevant information to download from the event website www. manxautosport.org The entries secretary, to whom all enquiries should be directed, is Terri Cook Tel : 07624 417870/E-mail : entries@ manxautosport.org

A Superb Dukeries Decade!

In announcing that the 54th consecutive Dukeries Rally will take place on Saturday June 8, the organisers – Dukeries Motor Club Ltd – are delighted to confirm that Rainworth Skoda are to continue as the event’s headline sponsor for the tenth consecutive year.

The 2013 Rainworth Skoda Dukeries Rally will be based at Southwell Racecourse, just south of the historic Minster town of Southwell and will include 44 miles of special stages in the Sherwood Forest area of Nottinghamshire.

The event is a qualifying round of the REIS - Get Connected BTRDA Rally Series and the MSA English Rally Championship, plus four Regional Association Championships.

Regulations and entry forms will be available to download from www.dukeries-rally.co.uk in the coming weeks.

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008 // OPINION // BY MARTIN HOLMES

PORTUGAL AFTERTHOUGHTS WORDS & IMAGES :: MARTIN HOLMES

Algarve Drama Portugal answered as many questions as it posed. Let’s run through a few of them. What is the extent of the threat to the status quo in the WRC posed

by Volkswagen?

As we saw it, Sebastien Ogier’s performance was impressive.

WINNER OF RALLY PORTUGAL FOR THE THIRD TIME - SEBASTIEN OGIER

Then on the final morning when we asked him how he felt (by this time he felt a lot stronger than he had at any previous time during the rally), he casually mentioned he had lost 5kg of body weight in the past two weeks because of his virus infection.

If this is the performance achieved by half of Ogier, what is it going to be like when he is back to full size? In the earlier parts of the rally when Ogier was at his least fit and he made a questionable tyre choice and his teammate Jari-Matti Latvala was still trying to live with a specification of car with which he was not fully comfortable, the technical performance of the VW Polo R WRC was not so special.

The first three stages were won by three different makes of car (Ogier VW, Ostberg Ford and then Sordo Citroen). Then Ogier started feeling better and the opposition crashed...

One VW factor that never emerged on the rally was the comparison between Latvala and pacenotes MAY 2013

Mikkelsen, both of whom still had very little experience rallying on gravel in the Polo R WRC. Any pre-rally suspicion that this was to be a world class title fight between team-mates trying to prove that they were just as good as Ogier fell flat. Mikkelsen made it completely clear he was not up for this, the orders were for him to finish at all costs and gain useful mileage with the car. Latvala however achieved

a lot during his days in Portugal.

Before the rally he explained how the front differentials (the specification of which could not be changed before they went to Portugal as the units were sealed) were not to his liking, inferring that he was at a disadvantage as the set-up was suitable to Ogier.

During the event Latvala changed, “I decided I had to push myself. I had been letting myself think I can

DANI SORDO (RIGHT) AND EVENT ORGANISER JOAO PASSOS

get the experience and the speed will just come, but it doesn’t work that way – you have to work for it.

For Argentina the team can change the set-up of my differential to what will suit me”. He was due for a second place until his driveshaft broke, but still he came third.

What a dream team has VW! Mads Ostberg is becoming a special character. After his day one mistake he spent the whole of Saturday consolidating his position, doing nothing risky, waiting for the chance to analyse whether he had any realistic chance of fighting back into the championship points. Sensible tactics. Then he went for it. On the final stage of the rally he jumped from 11th place up to 8th. Even if he had driven flat-out through the second day, it is doubtful if he could have finished more than one place higher.

Formidable! He went a long way to proving he was not only a trustworthy driver, but when let off the leash he can be as good as

FINLAND’S ESAPEKKA LAPPI

MADS OSTBERG (RIGHT) WITH FATHER MORTEN

anyone. On the two (shorter) days of the rally he was let off the leash he made four fastest stage times, more than all the Citroen drivers put together, and crashed once. “If I am going to crash, it is better to crash when you are leading than when you are not ...” Perhaps the crowning moment was after his day one accident. He twittered the world with images of his damaged car. I love it!

One of the biggest disappointments came when Dani Sordo crashed on the first stage of the Saturday. Maybe Ogier was still far from well on the Friday but hey, 4.4 seconds behind the leader at the end of Friday was special. It was all so unfortunate.

Suddenly Dani was distracted (he remembered this was the place he had to change a flat tyre in the Mini last year) and his hopes were dashed. I am still worried about the effect of the recent strange driver policies of the Citroen team.

Drivers who are constantly looking over their shoulder do not perform very well, but winning Fafe and then winning shakedown were two major moments for Sordo. But all the time, Mikko Hirvonen was there when it mattered for Citroen.

Mikko only made one scratch time, which was on the asphalt special stage, never on the gravel stages - and he finished second when it really mattered for Citroen.

The championship is now entering a fascinating stage, when all the players, great and small, are present on events. The new FIA WRC2 category provides

competition for a remarkable range of different manufacturers attracting semi-official and competitive private drivers from all over the world. The star of this show of course was Esapekka Lappi, still very much an unknown driver outside Finland, but a great personality and talent. Against

If I am going to crash, it is better to crash when you are leading than when you are not... the full range of the second-level drivers in the world, he won all the first eleven stages of the rally, before easing off to win by more than eleven minutes from Robert Barrable. By all accounts this should have been an easy Skoda 1-2, with the young works Skoda driver ahead of the similar car driven by Sepp Wiegand, the VW trainee driver, but Wiegand went off the road (harmlessly, but expensive time-wise) letting Dublin driver Barrable in his privately-run almost historic Ford Fiesta S2000 ahead. In the frantic stories from elsewhere in the event, Barrable was an unsung hero. He finished four places in the category ahead of a former winning

Formula 1 driver! Perhaps the contest was a little uneven, seeing this was Kubica’s first ever WRC event and his first ever gravel rally, and he had trouble with punctures and the failure of his specially modified gearshift system. The biggest disappointment in this scene was the transmission failure for Elfyn Evans who had been lying second, a half minute behind Lappi on day one. When Lappi eased his pace Evans made fastest WRC2 times on the four remaining stages.

And apart from a few rallies in the British championship in 2011 with a Subaru this was Evans’ first rally in a turbocharged car.

Now, what is really going on?

Drivers from the British Isles doing well in the WRC? This is something rather unusual, but true. Check out the WRC3 category. Keith Cronin and Alistair Fisher were fighting it out for the lead of the category and the Citroen Top Driver class until they came to a water crossing. Citroen DS3 R3Ts are notoriously tricky at crossing water and many of the Top Driver team cars stopped at this point. Notably the two leading cars of Cronin and Fisher.

At the end of the rally French drivers Bryan Bouffier, Sebastien Chardonnet and Quentin Gilbert were in the top three places, and Fisher and Cronin were fourth and fifth. There now, what is happening? You can guess how busy the conspiracy theory experts have been! But not half as

much as the politicians behind the scenes.

The big discussion during the rally was the future location for the Rally of Portugal. Should the event continue to be based in the south, far away from the homes of the large majority of Portuguese rally fanatics? The organizers are conscious of the less-than-popularity of the Algarve for Portuguese fans, and this is why they decided two years ago to run the highly popular Fafe Rally Sprint. Rally of Portugal-size crowds descend on the event, proving to their satisfaction that this justified the return of the Rally of Portugal itself to the north.

Then move over to the shots of the crowds (these days well behaved) watching the Algarve rally, and more significantly the congestion on the roads from the chaotic parking on the access roads. This might in fact be a convincing reason why the Rally should NOT return to the north. It is splendid that first Michele Mouton (WRC Manager) then Jean Todt FIA President went to watch the Fafe Rally Sprints and say afterwards how much this bought back their hallowed memories of the event.

Michele won in 1982 and Jean won in 1971, but hang on a moment, the world and especially the volume of traffic on the roads, has moved on since then, and a lot of the favourite old stage roads have been asphalted. Just a thought, but it would be nice the rally went back to the old locations one day.

P

NEW TEAM LEARNING OLD TRICKS. VW’S STICKY TAPE ON TYRE COMPOUND

LATVALA’S ANGUISH LIVE IN THE MEDIA CENTRE

MAY 2013 pacenotes

012 // GUEST COLUMN WITH MARTIN BRADY...

Information Overload For Fans?

GUEST COLUMN

Many a rally star has come from county Monaghan and plenty of good rally battles have taken place among its drumlin lined roads but I wonder has anyone ever associated the famous Monaghan poet Patrick Kavanagh with rallying?

Well this week I did when I heard a line from one of his poems - “Advent” and in particular the line, “Through a chink too wide there comes in no wonder” and it stirred a memory in me of when I was an excited schoolboy standing on a ditch waiting for the first rally of the season in Galway and catching a glimpse of the new cars, fresh colours and liveries who had what sponsor and which co-driver had paired up with whom.

Listening in to heady conversations with other experts perched on the ditches loudly debating who was buying what car and which name could make it go fastest. This was where I got the cut and thrust of my rally news. This was where I consumed and downloaded all the latest images gossip and stories. Stood stage side was such a blur of excitement clutching an event programme and listening to the chatter of both turbos and the ditch tiffosi while waiting 30 seconds for the next glimpse of a rally car I admired and remembered until next time it would pass our noses.

If not at a rally it was a month long wait for the specialist motoring publications some born before this fine title and most of which now have faded away into oblivion out of fashion and out of print while PACENOTES still racks up the miles and issues. The main excitement waiting for these magazines was to see who had won the latest WRC round. I still have and treasure some January editions of magazines nearly 20-years-old that brought exclusive pictures of bare white test cars in the Monte Carlo hills and glitzy new colourful liveries being revealed to the world with the pull of a sheet. It occurred to me this week that I don’t have this excitement anymore, this sense of wonder and wait and then the words of Mr Kavanagh made me think, has the chink become too wide? pacenotes MAY 2013

possible and most cohesive way? Well that I think is an argument that could fill an entire years worth of magazines.

At world championship level the sport is still teetering from the blow that was the loss of its promoter.

We are now in an age where information and speed of its delivery is king. The internet opened the chink in the late nineties, but in the last few years it has blown the chink as wide open as did the Group B Quattro’s when they hit the stages and caused an eclipse of all others that changed the sport forever.

Websites with instant information and split timing, live stage end radio, an explosion of social networking platforms that give us video sharing, live footage with instant or near instant in-car camera and the predictably self effacing press releases and status updates after a mistake, a misfortune or a plain old slow time. Not only on your computer, but in the palm of your hands via smart phone and as instant and as ready to serve as you want to consume it.

Almost nothing is unknown now, crew and teams are talking, tweeting and status updating from the heat of battle and the stop car of stages.

Sometimes to their detriment and our enjoyment a precious few characters speak fuelled by post stage adrenalin and give comments quotes and opinions that have the marketing gurus reaching for the delete button. Point being the only wait for information once a stage has gone live or a new car rolls out of the sticker shop is the wait you choose to log in and like. Is this a good thing?

Arguably yes, because it gives us the unprecedented access and ownership of our sport that was never seen before, but is it being managed in the best

The promise of Red Bull coursing through the veins of the WRC and “giving it wings” seems at present still at a low altitude. Perhaps it is a slow burner and on a definite path that is plotted by experts that I couldn’t even begin to doubt, but at present it seems only Volkswagen are the ones with a big push in every part of the sport. (I think promotion in the sport is perhaps a thread I should leave not pulled until another opportunity to type furiously) Sitting as I type this are piles of carefully catalogued magazines, including my much loved PACENOTES tower which starts with broadsheet newspaper and continues into its glossy magazine like you hold today and I can’t help, but think that in years to come when websites have had stories eroded and faded away under a pile of content updates that some day during a power cut I can sit and pluck at random from the piles and cosset myself in nostalgia and relieve past glories and great memories with something solid and tactile in my hand.

Things may be so digital focused and instantaneous that the days of waiting for a publication to update us completely is a thing of the past, just like the Audi Quattro’s made two- wheel-drive naturally aspirated cars in the early eighties. Yet I believe just like the current resurgence of historic rallying and those same twowheel-drive cars that Audi blew the chink open for, that print still has its important place in our sport not only to update and entertain us, but to provide a reference in a sport that is ever changing and always in flux.

Maybe the wonder is still there to come through the chink. It is just there is so much more of it that the chink had to go Group B and wide arched!

P

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014 // REPORT // WORLD RALLY CHAMPIONSHIP

RALLY PORTUGAL

WORDS :: XAVIER MCCARTAN // IMAGES :: WRC TEAMS

WRC Hat-trick for Ogier…

Despite illness and clutch problems Sébastien Ogier produced another assured performance to take victory on the 2013 Rallye de Portugal. It was his and Volkswagen Motorsports third win in a row. That puts him in a commanding lead of the World Rally Championship.

Ogier headed to Portugal with a serious viral complaint. That caused his absence at the Fafe Rally Sprint. The sprint attracts thousands of spectators and the Fafe event is the warm-up to the WRC event and Dani Sordo took victory in his DS3, giving an indication of newfound confidence.

With the event staging WRC, WRC-2, WRC-3 and the JWRC categories and based at the football stadium in Faro on the Algarve, it was going to be a highly contested event wherever you looked. The only down side was the long run for the drivers on the Friday to Lisbon. It was a 510km round trip to take on 3.27km of stages!

On Friday’s first stage, Ogier partnered by Julien Ingrassia in the Volkswagen Polo R WRC took the lead of the rally. He was briefly demoted on the second stage when Mads Østberg in the Qatar M-Sport World rally Team Ford Fiesta went quicker, but Ogier retook the lead when Ostberg rolled the Fiesta on a fast left hander and was out for the day.

Sordo meanwhile was driving very well in the Citroën Total Abu Dhabi WRT DS3 and was able to keep in touch with Ogier ending the day 4.4secs behind the Frenchman taking fastest times on stages 3 and 4. Jari-Matti Latvala and Miikka Anttila in the sister VW Polo R WRC spent the day working on the suspension to get it to their liking, but held third with a subdued Mikko Hirvonen and Jarmo Lehtinen in fourth.

Saturday saw the Volkswagen Motorsport team dominate the event with Sébastien Ogier holding onto his lead by 34.8secs.

His team-mate Jari-Matti Latvala was in the second Polo R WRC and he moved up to second overall, 33.7secs ahead of Mikko Hirvonen and Jarmo Lehtinen (Citroën DS3 WRC).

Ogier commented at the end of the day, “It was a good day for us, but I really gave my all today.

I am already feeling better today than I did yesterday, especially this afternoon, even though I’m still not at one hundred per cent fit. And tomorrow will probably be the toughest day of the rally. pacenotes MAY 2013

2ND: MIKKO HIRVONEN & JARMO LEHTINEN

I don’t have to win at any cost, but on the other hand I’m one hundred per cent competitive and I always want to cross the line first.”

Hirvonen had an uneventful day and the Finn held a comfortable third ahead of Evgeny Novikov in the Qatar M-Sport World Rally Team Ford Fiesta.

Nasser Al-Attiyah had moved one position up the leaderboard, into fifth and Andreas Mikkelsen, driving Volkswagen’s third Polo R WRC, had moved from 14th to sixth following the time lost

on Friday with power steering problems.He said, “We’re still on a steep learning curve and we keep gaining valuable experience with every metre. The engine performance isn’t the only thing which is worlds away from what I’m used to from the Super 2000 Škoda – the Polo R WRC’s aerodynamics are impressive too.”

The opening stage of Saturday saw Sordo disappear off the leaderboard, because the Spaniard was forced onto the sidelines when he went off and damaged the right-rear corner of the Citroën

DS3 WRC. Thierry Neuville hit a rock and fifth position vanished with broken suspension.

Martin Prokop and Michal Kosciuszko both suffered with problems, Prokop with a broken driveshaft and Kosciuszko with electrical problems.

Sunday on a WRC event is traditionally seen as the run back to the finish, nice and gentle, but in Portugal this would not be the case. The stages included two runs over the monstrous Almodovar to the north of Faro, at 52.30km in length. The second run through for the crews would also form the power stage were the fastest three drivers can gain additional points in the championship.

The day started with drama for VW, with both Ogier and Latvala suffering problems. Ogier had a malfunction of the rear differential clutch and Latvalla a broken driveshaft, which he assumed was a differential issue.

While Ogier fared better, Latvala lost over a minute and dropped behind a chasing Hirvonen.

Further woes continued in the following long stage when Latvala

RESULTS 1

WINNERS: SEBASTIEN OGIER & JULIEN INGRASSIA

Sébastien Ogier/Julien Ingrassia Volkswagen Polo........ 4:07:38.7 Mikko Hirvonen/Jarmo Lehtinen Citroën DS3 WRC....... 4:08:36.9 3 Jari-Matti Latvala/Miikka Anttila Volkswagen Polo........ 4:11:43.2 4 Evgeny Novikov/Ilka Minor Ford Fiesta RS............ 4:13:06.4 5 Nasser Al-Attiyah/G. Bernacchini Ford Fiesta RS............ 4:15:22.2 6 Andreas Mikkelsen/M. Markkula Volkswagen Polo........ 4:17:18.5 7 Martin Prokop/Michal Ernst Ford Fiesta RS............ 4:22:42.9 8 Mads Østberg/Jonas Andersson Ford Fiesta RS............ 4:23:22.3 9 Khalid Al Qassimi/Scott Martin Citroën DS3................ 4:23:35.6 10 Esapekka Lappi/Janne Ferm Skoda Fabia S2000 .... 4:23:59.7 2

WRC-2 Results Rally De Portugal 1 Esapekka Lappi Skoda Fabia S2000 .... 4:23:59.7 2 Robert Barrable Ford Fiesta S2000 ....... +11:36.5 3 Sepp Wiegand Skoda Fabia S2000 ..... +15:03.1 4 Nicolas Fuchs Mitsubishi Evo X ......... +19:25.8 5 Abdulaziz Al-Kuwari Ford Fiesta RRC .......... +21:33.4 6 Robert Kubica Citroen DS3 RRC ........ +23:11.2 WRC-3 Results Rally De Portugal 1 Bryan Bouffier Citroen DS3 R3T ........ 4:38:52.5 2 Sebastien Chardonnet Citroen DS3 R3T ......... +10:06.6 3 Quentin Gilbert Citroen DS3 R3T ......... +25:51.3 4 Alastair Fisher Citroen DS3 R3T ......... +31:55.1 5 Keith Cronin Citroen DS3 R3T ......... +38:24.9 6 Simone Campedelli Citroen DS3 R3T ......... +43:07.1

lost another three minutes as he limped through the stage in twowheel-drive and dropped behind Hirvonen.

Ogier eventually triumphed by 58.2 seconds and as an added bonus took the power stage win too. It was a successful season for him.

At the finish Ogier said, “Unbelievable. It has been a great victory. What a roller coaster ride it was here in Portugal! The rally was extremely demanding and difficult, for the car, the entire team, and particularly for me. I will now try to get rest and regain as much strength as possible in time for Argentina.”

For Latvala though, the joy at

ANDREAS MIKKELSEN & M. MAKKULA

getting on the podium was evident and he said, “I am very happy and satisfied to stand on the podium for the first time for Volkswagen.

We had a difficult start to the season, but our run of bad luck has finally come to an end. I feel really at home in the Polo R WRC now and think that we will soon be able to do even better.”

Citroën’s Mikko Hirvonen

ROBERT BARRABLE & STUART LOUDON

claimed second, taking valuable points for the team after Sordo’s accident the day before, benefiting from Latvala’s time loss. Hirvonen meanwhile was just about content with the runner-up spot. He said “I’m happy with the podium but we have to keep on working, I’m not happy with the pace - both my pace and the car. The rhythm wasn’t perfect, although second

place in the end is not too bad.”

Evgeny Novikov finished fourth with a comfortable cushion to Nasser Al-Attiyah in fifth place.

Andreas Mikkelsen ran well in his first competitive outing in the Polo R WRC and finished sixth.

Martin Prokop recovered from his problems on the Saturday afternoon and took seventh. Østberg in the Ford won three of the four stages to battle back into eighth and salvage some points.

Khalid Al-Qassimi and Esapekka Lappi rounded out the top ten. Late retirements included Dennis Kuipers and Michal Kosciuszko. They were both forced out with mechanical issues within sight of the finish.

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Theæ Strengthæ ofæ Experience Tel: +44 (0) 1952 582825 Fax: +44 (0) 1952 582821

www.speedlinecorse.co.uk • info@speedlinecorse.co.uk

016 // REPORT // ECOSSE JUNIOR F1000 RALLY CHAMPIONSHIP

CHARTERHALL STAGES

Junior Drivers Do Not Disappoint at Charterhall A record 17 Brick & Steel Junior 1000 Ecosse Challenge crews lined up at the start of the first stage of the PJ Planthire And Groundworks Charterhall Stages.

RESULTS Charterhall Junior Results 1 2 3 4 5 6 7 8 9 10 11 12 13

Alexander Vassallo/Michael Gilbey Citroen C1 ................... 45m 37s Ryan Weston/Mark Mculloch Peugeot 107................ 46m 42s Ben Crealey/Liam Regan Nissan Micra ............... 47m 42s Michael Dickie/Euan Duncan Nissan Micra ............... 48m 23s Harry Marchbank/Jordan Black Nissan Micra ............... 49m 00s Alex Adams/Alasdair Graham Nissan Micra ............... 49m 01s Dylan O’Donnell/T. Louise Muir Nissan Micra ............... 50m 48s Stephen McClory/Steven Brown Nissan Micra ............... 50m 52s Michael Robertson/P. Sandham Nissan Micra ............... 51m 07s Ally Currie/ Mark Runciman Citroen AX ................... 51m 44s Luke Barker/Janie Foster Nissan Micra ............... 52m 47s Scott Murray/Ian Shiells Nissan Micra ............... 53m 36s Craig MacIvor/Paul Beaton Nissan Micra ............... 55m 43s

WINNERS: ALEXANDER VASSALLO & MICHAEL GILBEY

This was the first round of

the 2013 championship and the numbers go to show how the junior formula has been embraced by 14 to 17-year-olds and their parents.

There is always maximum anticipation at this point of the season because nobody really knows who is going to do what.

Plus, of the 17 starters, seven were newcomers – some more so than others. And to some extent we were not disappointed.

The first stage was a real challenge – it was very fast in places and very slippery in others.

Not from snow or frost, but from the moss and other farmyard types of deposits left over the

BEN CREALEY & LIAM REGAN pacenotes MAY 2013

winter. In the ‘second year class’ it was almost ‘service as usual’ with Alexander Vassallo (Citroen C1) and new co-driver Micheal Gilbey pulling out a 30 second advantage over second crew up – Ryan Weston (Toyota Aygo) and Mark McCulloch in the opening stage. This was fairly standard of Alexander and he then left everybody playing catch-up all day.

He was then able to relax a bit and extend his lead by a few seconds on the remaining five stages until he crossed the finish line with a one minute and 5 seconds advantage over Ryan Weston in second.

The rest of the first five pretty much resembled how 2012

JUNIOR LINE-UP FOR 2013

finished, with the addition of 2012 Junior Rally Challenge Ireland champion Ben Crealey (Micra) and Liam Reagan filling third place and first of the Micras. Michael Dickie (Toyota Aygo) and Euan Duncan were fourth after a fraught first two stages when an electrical fault kept cutting out the engine regularly for a few seconds. Harry Marchbank (Micra) and Jordan Black put up a good fight into fifth place, but dropped over 45 seconds on stage five when they attacked a tyre chicane.

The seven newcomers started well with only one team – Brandon Walsh/Steve Turnbull (Toyota Yaris) - failing to cross the finish line because of an

electrical problem. Which was not surprising considering that father Walsh and helpers only finished working on the car at 4.30am on the morning of the rally. But the real stars in the newcomers were Michael Robertson (Micra) and Phil Sandham and Dylan O’Donnell (Micra) and Tracey Louise Muir. Robertson held the advantage by four seconds over the first two stages, they were tied by the end of the second two stages and Dylan got his head down over the last 2 stages to win the battle and take seventh place overall by 19 seconds.

The next round is at Ingliston on April 27.

RYAN WESTON & MARK MCULLOCH

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THE BLUE SCOTTISH TARMACK RALLY CHAMPIONSHIP// REPORT // 017

CHARTERHALL STAGES

WORDS :: ASHLEIGH MORRIS // PICTURES :: DAVID HATRICK

CHAMPIONSHIP LEADER: STUART BAILLIE

WINNERS: DOM BUCKLEY & BARRY HOGG

7TH: STUART WALKER & JULIE MCGUIRE

Buck Stops With Dom...

The Charterhall Stages, run by Border Ecosse Car Club went ahead despite dismal weather before the start.

Dom Buckley and Barry

Hogg triumphed in their Subaru Impreza, winning four out of the six stages. They lost time due to a spin on stage three, but managed to hang on and beat runner-up Dale Robertson and Paul Mcguire by 12 seconds, allowing Buckley to claim his maiden victory.

Steven Ronaldson and Ross Donald were third in the Metro 6R4. Stuart Baillie struggled with his Subaru Impreza after stage three, with most of the power going to the rear wheels, but he battled on and managed to secure fourth. Colin Gemmell and Cameron Fair took fifth position and last year’s STRC champions Ross Fernie and John Young finished sixth.

Kieran O’Kane and Jock Frew failed to finish after clipping a tyre which resulted in a broken track rod end. They were forced to retire on stage four, but they are looking forward to the rest of the season.

O’Kane said, “We’re doing the full championship this year. The new class structure suits us and we are going to put a good push on for it.”

C1: LINZI HENDERSON & LAURA MARSHALL

We’re doing the full Championship this year. The new class structure suits us and we’re going to put a good push on for it - Kieran O’Kane Linzi Henderson won the award for first lady driver, while Kathryn Forgan was first lady co-driver.

Blue Scottish Tarmack Rally Championship Update

After a long winter break, the second round of the 2013 Scottish Tarmack Rally Championship took place at Charterhall - three months after the opening round.

Stuart Baillie started the season with a win at Knockhill and continued his good form finishing fourth at Charterhall - the highest

C2: SCOTT & ADAM RUSSELL

placed STRC competitor. He has now extended his lead of the championship and leads Ian Forgan by six points, while Colin Gemmell is close behind in third position.

Baillie said, “It’s nice to be leading in spite of having problems at both rounds. Ingliston isn’t one of my favourite events, it’s not suited to my driving style so if I can get some good points there I’ll be happy.”

Kathryn Forgan and Cameron Fair are now tied at the top of the navigators table, with 41 points each, closely followed by Brian Findon with 39 points.

James Thomson and Nigel Atkinson picked up five points each for volunteering as marshals for the event.

Round three of the STRC is the DCC Stages at Ingliston on April 27. At the time of going to press the event had a capacity entry and no more entries can be accepted.

More action from the series to follow in Pacenotes Rally Magazine.

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C3: IAN & KATHRYN FORGAN

RESULTS Charterhall Overall Results 1 Dom Buckley/Barry Hogg Subaru Impreza........... 38m 45s 2 Dale Robertson/Paul Mcguire Mitsubishi Evo 9 ......... 38m 57s 3 Steven Ronaldson/Ross Donald Metro 6R4 ................... 39m 29s 4 Stuart Baillie/Alan Cowan Subaru Impreza........... 40m 19s 5 Colin Gemmell/Cameron Fair Subaru Impreza........... 40m 38s 6 Ross Fernie/John Young Subaru Impreza........... 40m 47s 7 Stuart Walker/Julie McGuire Mitsubishi Evo 9 ......... 41m 01s 8 Leigh Mawson/Ross Mawson Subaru Impreza........... 41m 42s 9 Ian Forgan/Kathryn Forgan Ford Ka ....................... 41m 43s 10 Graham Bruce/Jane Nicol Mitsubishi Evo 3 ......... 42m 26s Charterhall Class Winners Class 1: Linzi Henderson/Laura Marshall Peugeot 107...................... 50m 45s Class 2: Scott Russell/Adam Russell Vauxhall Corsa .................. 44m 29s Class 3: Ian Forgan/Kathryn Forgan Ford Ka ............................. 41m 43s Class 4: NO FINISHERS Class 5: Stuart Baillie/Alan Cowan Subaru Impreza................. 40m 19s

STANDINGS STRC Drivers Standings 1 Stuart Baillie Subaru Impreza.......... 47 points 2 Ian Forgan Ford Ka ...................... 41 points 3 Colin Gemmell Subaru Impreza.......... 38 points 4 Lee Hastings Subaru Impreza.......... 36 points 5 Stuart Walker Mitsubishi Evo 9 ........ 36 points STRC Navigators Standings 1= Kathryn Forgan Ford Ka ...................... 41 points 1= Cameron Fair Subaru Impreza.......... 41 points 3 Brian Findon Subaru Impreza.......... 39 points 4 Julie McGuire Mitsubishi Evo 9 ........ 38 points 5 Chris Lees Vauxhall Corsa ........... 33 points

MAY 2013 pacenotes

018 // LATEST // OVERSEAS RALLIES

SOL RALLY BARBADOS

WORDS :: ROBIN BRADFORD // IMAGES :: DNCPHOTOGRAPHY.CO.UK

Duckworth boosts WRC entry to a record-breaking 11 Former UK national rally champion Roger Duckworth will make his third trip to Sol Rally Barbados (June 1/2) this year . . . and that means a record-breaking 11 entries in the two classes catering for World Rally Cars. In doing so, Duckworth also breaks a personal record – he has rarely rallied outside the UK, twice in Ireland and twice in Portugal, so competing in a foreign country for a third time will be a new experience!

Having thoroughly enjoyed his two previous visits – both were prize drives for winning Rallye Sunseeker National – he was quick to enter again, once he knew his car would be ready, but that was by no means certain, as he explained, “Sadly, on the rallying front since last year, there is no story to tell - the car caught fire on the dock when it arrived back from Barbados and it has taken until now to get the repairs done.”

The Intrynsis sponsored Subaru Impreza WRC S6 falls into WRC-2, where his opposition will be the newer Imprezas of Britain’s Kevin Procter and Rob Swann, plus Dean Serrao of Barbados, and the Toyota Corolla WRCs of Ireland’s Eddie Power and Barbados Toyota dealer Roger Hill. Duckworth’s co-driver will be the Welshman Alun Cook, who has sat with him many times in the past, although not yet in Barbados.

Thanks to the diligent work of the Autosportif crew, the car was ready for a shakedown in the Alan Healy Memorial Stages Rally (April 7), a single-venue tarmac rally at the Cadwell Park race circuit in Lincolnshire. Winner last year, Duckworth was seeded at one, but had not competed since Sol RB12.

He said, “Apart from the Goodwood Festival of Speed Forest Stage driving a car that used to belong to me (Colin McRae’s 1997 RAC-winning Impreza, P12 WRC), I haven’t been out at all! This means I will be somewhat rusty, but am still very much looking forward to Barbados.”

The day started well, Duckworth winning the first stage by six seconds from eventual winner David Turnbull (Impreza S11), but it did not last long,“On the second stage we had an electrical problem, the car cut out several times before stranding us mid-stage. A short investigation found a dodgy connector on the throttle body causing the throttle to keep shutting. Once fixed, we did stages four to 10 (the last) and took fastest on all but one of them.”

Entry at 105 approaching closing date Entries for the Caribbean’s biggest motor sport event will close on pacenotes MAY 2013

Roger Duckworth in the new livered Impreza

Friday May 3, with the number standing at 105 as we closed for press.

The cars from Europe, around 30 in number, will ship from Portsmouth on the English south coast on a Geest Line freighter the following Tuesday. The trans-Atlantic voyage to the Bridgetown Port in Barbados takes ten days, after

Roger Skeete

which Barbados Rally Club (BRC) officials will clear the cars through Customs and arrange their transportation to secure storage to await the arrival of their owners.

Form book opens for Sol Rally Barbados

Two former winners of the Barbados Rally Club’s (BRC) premier event have started their preparations for Sol Rally Barbados 2013 in perfect fashion this year. Victories for Jamaica’s Jeff Panton in Trinidad and local ace Paul Bourne in Barbados – more than once - have kick-started weeks of debate across the region on the prospects for Sol RB13.

Fans at Rally Trinidad at the end of March – it’s the first of the Caribbean’s ‘Big Three’ rallies each year - enjoyed a battle between Panton (Total Ford Focus WRC06)

and Neil Armstrong of Barbados in the Monster/Sol/Chefette/Digicel/ Virgin Atlantic/Gunk/Hankook Tyres/Redline Fuels/Simpson Finance/Simpson Motors Suzuki SX4 WRC. Although on his WRC debut, having claimed two-wheel-drive honours in Sol RB for the past two years, Armstrong achieved his first WRC stage win and finished second to Panton over two days of highspeed loose-surface stages. During the event, Armstrong said, “We are trying to keep it relaxed and take it one stage at a time. There is so much to learn. We are having a blast, though!”

The same weekend in Barbados, Bourne (Chefette/Banks/LIME/ MQI/Castrol Focus WRC07) was fastest in both directions in the double-header ‘Spring Blaze’ tarmac sprint, organised by the Motoring Club of Barbados Inc (MCBI), and also the opening rounds of the BRC’s Virgin Atlantic Championship.

Rally Barbados winner in 2003 and ’07, Bourne said, “I’ve been busy since November, so I really had to make a mental effort to switch back into motor sport mode. I felt good in the car, however, and wanted to go for the win in both directions, since I didn’t accomplish that last year.”

His closest challenger was Roger Skeete (Sol/Michelin/Simpson Motors/Da Costa Mannings Auto Centre Subaru Impreza WRC S12), 12-time winner of the BRC’s premier event, who was faster in the afternoon practice and first official run. He noted the importance of early-season events as preparation for Sol RB13. “We started cautious,

given how things went at last year’s opening event. Also we are trying a few new things on the car, new bump and rebound settings, along with some different tyres.”

The stand-out performance of the day came from two-wheel-drive winner Josh Read, fastest on every run and third overall in the Stihl/ Gliptone/Hankook/SDRR/Weetabix/ Royal Purple/EZone Toyota Starlet.

A top ten finisher in Sol RB for the past two years, Read said, “We are running a new Autronic ECU, which Dennis Heath really put some effort into tuning. We rebuilt the suspension and re-wired the car in the off-season and must now pull the differential for a check on that.

It’s disappointing not to have Neil Armstrong in two-wheel-drive this year, but if I can’t get at him in the Starlet I’ll aim for the SX-4.”

Read’s most consistent challenger was Ian Warren (Simpson Motors/ Automotive Art Suzuki Swift), another regular top 10 runner in Sol RB. Happy with his day’s work, he said, “I’ve been smiling ear to ear. Today was a full day of testing, we changed settings on every run, barring the final one of the day. I don’t mind being behind Josh today, but this will be a very competitive year.”

Just three weeks later, on April 14, the MCBI ran it’s second event of the, another tarmac sprint, titled ‘Hammer Time. Bourne again headed the time sheets at the end of the day, once again getting the better of Skeete, while Armstrong wowed the home crowd with his first appearance at home in the SX4 – despite the car arriving back in the island from Trinidad only two days before the event, and his crew working until the early hours to switch gravel suspension for tarmac suspension, he soon settled.

Improving throughout the day, he finished third, just eight-tenths behind Skeete, who was in turn 1.5secs adrift of Bourne.

In two-wheel-drive, Read again finished the day in front, 3.4secs ahead of Warren and only fivehundredths behind Roger Hill’s Esso/ Nassco/MotorMac Toyota Corolla WRC. As the man said, “This will be a very competitive year.”

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SolRB2012PaceGenAdF.pdf

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3/22/13

4:37 PM

020 // report // CLUBMAN RALLYING

tour of caerwent & smc stages WORDS :: phil james // IMAGES :: edpphoto.com / www.pro-rally.co.uk

Holmes Homes in on Third SMC Win! were Nick Thorne and Ian Murray.

They broke three wheels during the morning’s stages after hitting some of Weeton’s infamous kerbs but a tidier approach thereafter saw them bring their Honda Civic Type-R home eighth.

David Greenbank and Alex Taylor finished ninth in their Impreza with the Escort Mk2 of John Richardson and Eric Wilcockson completing the top ten. Darren Roberts and Paul Redford finished 17th overall to take Class A honours in their Vauxhall Nova for a third successive year.

Event: 2013 Merrills Motor Services & Rally Car Hire SMC Stages. Organisers: Stockport 061 Motor Club. Date: 24th March 2013. Where: Weeton Army Barracks, Nr Blackpool.Championships: ANWCC; ANCC; SD34. Stages: 12. Starters: 47.

Finishers: 22.

Mark Holmes made it three SMC Stages wins in four years when together with co-driver Craig Simkiss, he brought his MG Metro 6R4 home almost two minutes ahead of Ross Fernie and John Young’s Subaru Impreza.

With Holmes heading the standings throughout, the early battle for second place was between reigning Scottish tarmac champions and the Mitsubishi Lancer E7 of 2012 SMC winner Steve Chamberlain co-driven on this occasion by Martin Payne. The Lancer’s retirement on SS7 with driveshaft problems left the Scots duo secure in second spot allowing them to cruise to the finish and collect the class D awards on their first visit to the Fylde Coast venue.

Mark Thompson and Alistair Hutchinson seemed secure in third place, but the Peugeot 206 crew backed off too far on the final stage after miscalculating their

winners: mark holmes & craig simkiss

advantage and slipped to fourth.

This allowed Mathew Roberts and Emyr Owen to grab third place in their Citroen Saxo, but only after Simon Bowen and Richard Robinson’s Impreza’s engine let go 500 yards from the final stage finish. The local crew had been on a mission, swapping times with Holmes, after missing a first stage split and acquiring a stage maximum. By the start of SS12 they had climbed up to fourth place, just four seconds behind

Thompson, and looked certain to take third before disaster struck.

John and Aimee Cope had been third after SS10, but the Impreza pairing had to settle for fifth after picking up a maximum on the penultimate stage. Ian and Stephen Woodhouse claimed sixth thanks to the tie-break rule after their Escort Mk2 had outpaced the BMW M3 of Andy Leech and Chris Sharpe-Simkiss through SS1.

Another crew from north of the border who were new to the venue

Results (Top 10) 1 Mark Holmes/Craig Simkiss (MG Metro 6R4) 1hr22m06s; 2 Ross Fernie/John Young (Subaru Impreza) 1hr23m59s; 3 Mathew Roberts/ Emyr Owen (Citroen Saxo) 1hr25m26s; 4 Mark Thompson/Alistair Hutchinson (Peugeot 206) 1hr25m35s; 5 John Cope/Aimee Cope (Subaru Impreza) 1hr26m19s; 6 Ian Woodhouse/Stephen Woodhouse (Ford Escort Mk2) 1hr26m50s; 7 Andy Leech/Chris Sharpe-Simkiss (BMW M3) 1hr26m50s; 8 Nick Thorne/Ian Murray (Honda Civic Type-R) 1hr26m57s; 9 David Greenbank/Alex Taylor (Subaru Impreza) 1hr27m32s; 10 John Richardson/ Eric Wilcockson (Ford Escort Mk2) 1hr27m53s.

Class Award Winners: A: Darren Roberts/Paul Redford (Vauxhall Nova); B: Roberts/Owen; C: Thompson/Hutchinson; D: Fernie/Young.

Willett Claims Caerwent Crown!

after their Renault Clio developed last stage gearbox problems.

Andrew and Phil Saunders took class one honours in their Citroen AX whilst Chris Phillips and Sarah Hughes survived a big moment during the final stage to win class two in their Peugeot 106. A last stage charge saw Wayne James and Stuart Harries claim class five prizes in their Peugeot 205. Only seven seconds separated the top four class six runners starting the final stage where John Morris and Mark Watkins emerged victorious in their Escort Mk2.

Event: 2013 Marshall & Hicks Tour of Caerwent Rally. Organisers: Forresters Car Club. Date: 24th March 2013. Where: Caerwent Training Area, Nr Chepstow. Championships: Steve Harkness Competition Tyres Welsh National Tarmacadam Championship; CMSG BP Motors & Bodybuilders Stage Rally Championship. Stages: 6. Starters: 77.

Finishers: 50.

Dave Willett and John Davies dominated proceedings to record a convincing win in their Ford Escort Mk2 settling for a 23 seconds winning margin after setting fastest time on four stages.

Richard Merriman and Tom Wood, who set a pair of fastest stage times, claimed second after rival Darrian T90 incumbents Steve and Michael O’Leary were forced into retirement with gearbox problems on the final stage.

Caerwent newcomers Robert Swann and Darren Garrod had matched the winners’ time in stage one, but a pair of punctures on the following test killed any chance of them making a concerted challenge. They dropped more than half a minute at a stroke and eventually brought their Subaru Impreza home in third place.

Richard Edwards and Paul Brown were also on the pace pacenotes may 2013

winners: dave willett & john davies

through the opening stage, just a second slower than the leading pair, but steering problems ended the Escort Mk2 crew’s rally on SS2.

Martyn and Dawn England were also quick off the mark setting second fastest time on SS2, but the Mitsubishi Lancer E9 crew retired on the final stage whilst lying fifth.

A pair of Escorts ran in tandem throughout, but the Mk1 of Dave Parnell and Pete Bold kept the Mk2 of Roger Hicks and Ian Taylor in check and they finished fourth

and fifth respectively. James and Ben Harvey finished sixth in their Impreza after climbing back up the order from 23rd overall after SS2.

Ian Kenvin and Ian Meakin’s Escort Mk1 and Brian and Ian Davis’ Escort Mk2 both started the last stage outside the top ten, but finished in seventh and eighth places. Damian Cole and Jonathan Griffiths suffered brake problems with their Escort Mk2 and finished ninth ahead of Ian Godney and Justin Davies who slipped to tenth

Results (Top 10) 1 Dave Willett/John Davies (Ford Escort Mk2) 1hr24m12s; 2 Richard Merriman/Tom Wood (Darrian T90) 1hr24m35s; 3 Robert Swann/ Darren Garrod (Subaru Impreza) 1hr25m40s; 4 Dave Parnell/Pete Bold (Ford Escort Mk1) 1hr26m22s; 5 Roger Hicks/Ian Taylor (Ford Escort Mk2) 1hr26m50s; 6 James Harvey/Ben Harvey (Subaru Impreza) 1hr27m06s; 7 Ian Kenvin/Ian Meakin (Ford Escort Mk1) 1hr27m32s; 8 Brian Davis/Ian Davis (Ford Escort Mk2) 1hr27m37s; 9 Damian Cole/Jonathan Griffiths (Ford Escort Mk2) 1hr27m39s; 10 Ian Godney/Justin Davies (Renault Clio) 1hr28m09s.

Class Award Winners: 1: Andrew Saunders/Phil Saunders (Citroen AX); 2: Chris Phillips/Sarah Hughes (Peugeot 106); 3: Merriman/Wood; 4: Swann/Garrod; 5: Wayne James/Stuart Harries (Peugeot 205GTi); 6: John Morris/Mark Watkins (Ford Escort Mk1); 7:Hicks/ Taylor.

022 // REPORT // SCOTTISH RALLY CHAMPIONSHIP

bRICk & STEEL bORdER COuNTIES RALLY WORdS :: RObIN WYLLIE // PICTuRES :: jOHN LINSdAY

milne masters Borders ice and snow...

winners: quintin milne & martin forrest

Banchory’s Quintin Milne battled “Arctic” conditions to win Saturday’s Brick & Steel Border Counties Rally – his second victory in the ARR Craib Scottish Rally Championship.

Co-driven by Martin Forrest from Aberdeen, Milne was fastest through three of the four special stages (the third stage was cancelled because of snow and access problems) to finish with a total time of 38 mins 27 secs in his Mitsubishi E9.

Fellow Aberdeenshire driver Barry Groundwater, also in an

c2: ross macdonald & m. johnstone

pacenotes may 2013

Lancer, was runner-up, a further 1 minute and seven seconds further back, alongside navigator Neil Shanks from Elgin. The final podium spot went to County Durham’s Stephen Petch, co-driven

by Michael Wilkinson, who was another nine seconds adrift in his car.

However, with Petch not registered for the SRC, it was defending champion and two times Border Counties winner David Bogie who took the championship points after bringing his Ford Focus WRC back to Jedburgh in fourth place overall.

With safety concerns uppermost, the rally organisers had decided to switch the running order and put the 4WD cars

c3: iain haining & mairi riddick

first, with classes one to seven following.

Milne, who won the final Colin McRae Stages round in 2012, did not have the best of starts – only managing seventeenth fastest after a spin on the opening Hyndlee stage. It was won by one of the pre-event favourities, Euan Thorburn, in his Ford Focus WRC, while fourth seed Jock Armstrong was an early casualty, beaching his Subaru Impreza.

The second test, Wauchope, saw Milne quickest – twenty-seven seconds ahead of Groundwater, who moved into the overall lead.

Derbyshire’s Oliver Mellors – competing on his fourth event – was sitting third at this point in his Proton Satria Neo S2000 and

c4: carl tuer & roBin tuer

Dale Robertson from Duns was twenty-three seconds further back in his Lancer. Malcolm Wilson Rally winner Thorburn, with Paul Beaton on the notes, lost time after a spin and was down in ninth overall.

With the Craik stage cancelled, crews moved on to Bewshaugh, where Milne again posted the fastest time, fourteen seconds quicker than Bogie, who had been regretting wrong tyre choice – a critical factor given the changeable surface conditions. Petch was third fastest, and moved into third overall, while Groundwater – who was also having tyre problems – slipped back to fourth, ahead of Donnie Macdonald/Andrew Falconer and sixth-placed Mike

c6: steve Bannister & l. sutherland

RESULTS 1 2 3 4 5 6 7

2ND: BARRY GROUNDWATER & NEIL SHANKS

8

3RD: STEPHEN PETCH & MICHAEL WILKINSON

9 10 11 12 13 14 15 16 17

4TH: DAVID BOGIE & DAVID RAE

18

5TH: DONNIE MACDONALD & ANDREW FALCONER

19

Faulkner/Peter Foy, who had dropped a minute with a puncture on stage one.

The final Riccarton test was about whether Milne could keep his nose in front of the hard-charging Groundwater. In the event, the Banchory driver managed to slip and slide his car through in one piece to take the stage win by four seconds over his Stonehaven rival. At the conclusion, Petch was secure in third place overall, ahead of Bogie, MacDonald and Faulkner.

Event sponsor John McClory, co-driven by David Hood, ended a trying day by taking Group N honours in his Subaru Impreza N15, finishing seventh overall, while Aberdeenshire’s Chris Collie and Lisa Watson in a Mitsubishi E6, Dougal Brown and Lewis Rochford in an E9 and Andy Horne/ Jim Howie in the DAM 4100 gti were each separated by a single second in eighth, ninth and tenth places respectively.

The first 2WD car home was the Ford Escort of Steve Bannister and Louise Sutherland. The Yorkshireman took the historic class win by more than two minutes from Charlie Taylor and Mick Johnston, also in an Escort.

Alwick’s Carl and Robin Tuer made sure of victory in the 1600cc category in their MG ZR S1600, finishing fifty seconds ahead of local crew Kieran Renton and Carin Logan in a Ford Fiesta R2.

Ross Macdonald from Conon Bridge, with Matthew Johnstone of Inverness on the notes took top honours in class two in their Vauxhall Corsa. Dumfries and Galloway’s Iain Haining and Mairi Riddick, in a Vauxhall Nova, won class three – ending the day with a three minute advantage over Lauder’s Callum Atkinson and co-driver Craig Forsyth from Kelso in a Peugeot 205 Gti. P

20

Quintin MILNE/Martin FORREST Mitsubishi Evo .............. 0:38:27 Barry GROUNDWATER/Neil SHANKS Mitsubishi Evo .............. 0:39:34 Stephen PETCH/Michael WILKINSON Mitsubishi Evo .............. 0:39:43 David BOGIE/Kevin RAE Ford Focus WRC ........... 0:40:08 Donnie MACDONALD/A. FALCONER Mitsubishi Evo .............. 0:41:05 Mike FAULKNER/Peter FOY Mitsibushi Evo .............. 0:41:30 John McCLORY/David HOOD Subaru Imprezza ........... 0:41:55 Chris COLLIE/Lisa WATSON Mitsubishi Evo .............. 0:42:05 Dougal BROWN/Lewis ROCHFORD Mitsubishi Evo ............. 0:42:06 Andy HORNE/Jim HOWIE Dam 4100gti ................. 0:42:27 Euan THORBURN/Paul BEATON Ford Focus WRC ........... 0:42:35 Oliver MELLORS/Reg SMITH Proton Satria Neo.......... 0:44:02 Brian WATSON/Jane NICOL Mitsubishi Evo .............. 0:44:04 Steve BANNISTER/L. SUTHERLAND Ford Escort Mk2............ 0:44:11 John RINTOUL/Jim RINTOUL Mitsubishi Evo .............. 0:44:11 Stephen BAILLIE/Susan SHANKS Subaru Impreza............. 0:45:04 Peter STEPHENSON/Ian WINDRESS Ford Focus .................... 0:45:09 John MORRISON/Peter CARSTAIRS Mitsubishi Evo .............. 0:45:25 Mark McCULLOCH/E. EDMONDSON Subaru Impreza............. 0:45:34 Dale ROBERTSON/Paul McGUIRE Mitsubishi Evo .............. 0:46:10

CLASSES Class 2 1 Ross MACDONALD/M. JOHNSTONE Vauxhall Corsa ......... 0:52:36 40 2 Scott SLOAN/David SLOAN Vauxhaul Corsa ............. 0:58:59 Class 3 1 Iain HAINING/Mairi RIDDICK Vauxhall Nova .......... 0:47:28 27 2 Callum ATKINSON/Craig FORSYTH Peugeot 205 Gt ............. 0:50:38 Class 4 1 Carl TUER/Robin TUER MG ZR S1600 .......... 0:46:16 22 2 Kieran RENTON/Carin LOGAN Ford Fiesta R2 ............... 0:47:06 Class 5 1 Stewart DAVIDSON/Keir BEATON Ford Escort Mk2....... 0:48:36 30 2 Billy WOOD/Mary WOOD Ford Fiesta RWD ........... 0:56:40 Class 6 1 Steve BANNISTER/L. SUTHERLAND Ford Escort Mk2....... 0:44:11 14 2 Charlie TAYLOR/Mick JOHNSON Ford Escort ................... 0:46:11 Class 7 1 Ian FORGAN/Kathryn FORGAN Ford Ka .................... 0:53:33 42 2 Caroline CARSLAW/John D DUKE Ford Fiesta .................... 0:58:37 Class 8 1 Stuart GLENDINNING/Craig ROBB Ford Puma R2000 ......... 1:00:09

C7: IAN & KATHRYN FORGAN

C8: STUART GLENDINNING & CRAIG ROBB

Class 9 1 Robert HARKNESS/Mike CURRY BMW 316i ................ 0:48:37 31 2 Peter SMITH/Patrick WALSH Mazda RX7.................... 0:48:55 Class 10 1 John McCLORY/David HOOD Subaru Imprezza N15. 0:41:55 7 2 Oliver MELLORS/Reg SMITH Proton Satria Neo.......... 0:44:02 Class 12 1 Mike FAULKNER/Peter FOY Mitsibushi Evo ........ 9 0:41:30 6 2 Chris COLLIE/Lisa WATSON Mitsubishi Evo ........... 6 0:42:05

C9: ROBERT HARKNESS & MIKE CURRY

C10: JOHN MCCLORY & DAVID HOOD

C12: MIKE FAULKNER & PETER FOY

P MAY 2013 pacenotes

026 // REPORT // EUROPEAN RALLY CHAMPIONSHIP

RALLY ISLAS CANARIAS WORDS: XAVIER MCCARTAN // IMAGES :: ERC

Kopecký Wins as Kubica Stars JAN KOPECKY & PAVEL DRESLER

Jan Kopecký made it a hat-trick of wins on Rally Islas Canarias El Corte Inglés to move into the lead of the FIA European Rally Championship. His success, at the wheel of his Michelin-shod ŠKODA Fabia Super 2000, followed Robert Kubica’s dramatic retirement from top spot when he damaged his Citroën DS3 RRC striking a barrier on Saturday’s second stage.

That said, it was Kubica that was the star of the show, leading up to and during the event with his pace and approach from the shakedown.

The Canadian 200 GP winner was making his ERC debut in the DS3 and had been leading by more than one minute after going fastest on all eight stages on Friday. But he hit trouble on a right-hand bend approximately five kilometres from the finish of stage 10 and slid wide hitting a barrier. His heroic performance, however, earned him the prestigious Colin McRae ERC Flat Out Trophy.

Of his accident, Kubica explained, “We were in a highspeed downhill section. It was quite big braking into a third-gear corner. Unfortunately when I hit the brakes I lost the rear of the car and I had to reduce the pressure [on the brakes] otherwise I would spin and the road was very narrow.

pacenotes MAY 2013

I tried to do the corner, but I didn’t reduce enough speed and I hit the barrier with the rear-left corner.

Then with the front we dived into the barrier. It’s a shame, but unfortunately this can happen.”

Kopecký, meanwhile, who moved back on top of the ERC drivers’ standings by 18 points following his success on the

2ND: CRAIG BREEN & PAUL NAGLE

opening round in Austria said, “I have to say it is good for us and Škoda. We didn’t expect rain and that’s why we were losing so much on the first day. But the set-up of this car for the dry conditions is really perfect, and we had no problems. Robert was great, but he made a mistake, which can happen in rallying.”

Behind Kopecký and codriver Pavel Dresler, Craig Breen continued his strong start to his career as a member of the Peugeot Rally Academy in an impressive second place alongside navigator Paul Nagle. His cause was not helped on the Saturday morning when he incurred a ten second time penalty for leaving service in Las Palmas behind schedule. The delay was caused because of typre choice decisions being left until the last possible moment. Breen also left his glasses behind. Saturday though was a day of testing and working on the car for the crew with a view to the events coming up for them in the near future as part of the Peugeot Team.

There was disappointment for team-mate Jérémi Ancian, who was forced to stop when he ran out of spare tyres after suffering punctures on successive stages.

Local hero Luis Monzón completed the podium in his Mini after he fought back from a puncture on day one in style.

Aigner took fourth, Bonnefis finished fifth with Antxustegi completing the top six. Elsewhere, János Puskádi scored his first ERC points of 2013 in seventh with Jean-Mathieu Leandri overcoming a late puncture to claim eighth overall in a 207 S2000.

Robert Consani ensured maximum points for Team Renault Sport Technologies in the FIA Production Car Cup for teams in ninth overall despite two

I have to say it’s good for us and ŠKODA. We didn’t expect rain and that’s why we were losing so much on the first day. But the set-up of this car for the dry conditions is really perfect.

punctures slowing his progress on the final afternoon. Antonín Tlusťák extended GPD Mit Metal Racing Team’s lead of the overall entrants’ classification in 10th place after a faulty clutch was changed at mid-day service. Zoltán Bessenyey moved to the top of the FIA ERC 2WD Championship standings after beating Suzuki privateer Hermann Neubauer to second following a close battle.

Pacenotes says…..

For the newly formed ERC and Eurosport 2013 was always going to be a year of transition. The

downscaling of the Skoda factory team has not helped, but the addition of the Peugeot factory team certainly has. The welcome addition of Robert Kubica, in the Citroen has created huge interest too and one hopes that this will add to the championship as the year goes om and other drivers enter the fray. It bodes well for Rally Poland later in the year, which should see massive crowds to cheer on the local hero. Action from the next round will be in the coming issue of Pacenotes.

P

NZON & 3RD: LUIS MO DENIZ JOSE CARLOS

RESULTS 1

Jan Kopecký/Pavel Dresler ŠKODA Fabia S2000. 2:24:30.9s Craig Breen/Paul Nagle Peugeot 207 S2000 ...... +1:52.4 3 Luis Monzón/Jose Carlos Deniz MINI .............................. +3:18.9 4 Andreas Aigner/Jürgen Heigl Subaru Impreza......... +6m50.8s 5 Germain Bonnefis/Olivier Fournier Renault Mégane N4 ....... +8:31.0 6 Gorka Antxustegi/Alberto Iglesias Suzuki Swift Sport S1600+9:21.6 7 János Puskádi/Barna Gódor ŠKODA Fabia S2000.... +10:13.6 8 Jean-Mathieu Leandri/Renaud Jamoul Peugeot 207 S2000 .... +11:05.8 9 Robert Consani/Tibo Gorczyca Renault Mégane N4 ..... +11:57.7 10 Antonín Tlusák/Lukáš Vyoral ŠKODA Fabia S2000.... +14:05.2 2

4TH: AN & JURG DREAS AIGNE R EN HEIG L

ERC Production Car Cup: 1 Andreas Aigner (AUT)/Jürgen Heigl Subaru Impreza R4 STI ERC 2WD Championship: 1 Gorka Antxustegi/Alberto Iglesias Suzuki Swift Sport S1600 ERC Ladies’ Trophy: 1 Ekaterina Stratieva/Veronica Boni Citroën C2 R2 Colin McRae ERC Flat Out Trophy: 1 Robert Kubica (POL)

Standings After Round 3 1 2 3 4 5

Jan Kopecky .......................... 76 Craig Breen ........................... 58 Jari Ketomaa ......................... 39 Francois Delecour ................. 32 Bryan Bouffier ....................... 31

PAUL N AGLE W ITH

A YOUN G FAN!

2WD Drivers 1 Zoltan BESSENYEY ............... 53 2 Hannes DANZINGER ............. 43 3 Gorka ANTXUSTEGI .............. 39 4 Risto IMMONEN.................... 39 5 Elwis CHENTRE ..................... 38 Next round: SATA Rallye Açores, 25-27 April 2013

MAY 2013 pacenotes

CLUBMAN RALLYING // REPORT // 029

CAdwELL PARk sTAGEs & hORIBA d’IsIs sTAGEs RALLY wORds:: PhIL jAMEs // IMAGEs :: kEvIN MONEY & RALLYGALLERY.COM

Turnbull Cruises to Comfortable Cadwell Victory! made it five Escort Mk2s in the top ten rankings but only by virtue of the tie-break rule having had their total time matched by the Impreza of Sean Bailey and Nigel Wetton.

Charlie and Paul Stephens survived early brake fade issues to win class A in their Nissan Micra on the driver’s first event since rising from the junior rally ranks.

Andrew and Dennis Turner won class B in their new Citroen C2R2 having headed the field from the outset.

Event: TJS Self Drive Alan Healy Memorial Cadwell Park Stages. Organiser: Border Motor Club. Date: 7th April, 2013. Where: Cadwell Park, Louth, Lincolnshire. Championships: ANEMMC; ANCC. Stages: 10. Stage miles: 45. Surface: Tarmac.

Starters: 70. Finishers: 53.

David Turnbull and Matthew Whattam took what looked to be a comfortable victory in their Subaru Impreza WRC S11 after early leaders Roger Duckworth and Mark Broomfield were forced to retire their Impreza WRC with electrical problems.

Duckworth’s second stage retirement, coupled with that of Robert Swann and Darren Garrod’s Impreza when they hit a tyre wall on the same stage, removed Turnbull’s two main rivals at a stroke. Paul Swift and Giles Dykes made a determined challenge holding second spot from SS3 onwards, but their Ford Escort Mk2 would never be a match for Turnbull’s WRC. Their task had already been rendered almost impossible by a second stage coming together with a rival car that cost them close to half a minute.

WInnERS: DAVID TuRnbull & mATThEW WhATTAm

It was the Escort Mk2 of Martin Hodgson and Tony Jones, which earlier held second place albeit only after SS2, that completed the podium places with Stephen and Jack Tilburn’s class C winning RS2000 version finishing in fourth place. Craig Pennington and Wayne Priest clinched fifth and took top class E prizes in their Mitsubishi Lancer E9 after overhauling the Lancer E5 of Chris Marshall and Simon Hunter who had held fourth place for much of

the morning.

Jay Stanley and Paul Williams had looked comfortable in seventh place before being forced to retire their Escort Mk2 with drive shaft problems allowing Impreza pairing Karl and Guy Simmons to make the position theirs. Graeme Bell and Russ Radford grabbed eighth spot and class D honours after edging their Escort Mk2 ahead of Mike Bayliss and Peter Dawson’s BMW Compact on the final stage.

Alan Oldfield and Garry Green

Darrian D’Isis 1-2-3!

WInnERS: bEn buRT & mARk WOODCOCk

George Mackey and Julian Russell who withdrew their Impreza WRC having suffered constant electrical problems, a puncture and a reverse gear malfunction.

That left the three Darrians clear at the head of the field, the third being the T9 of Andy Fraser and Terry Martin who staged a great comeback after finishing SS1 in 22nd place following an excursion.

No fewer than six Escort Mk2s took top ten finishes with the Honda powered example of Julian

Class Award Winners: A: Charlie Stephens/Paul Stephens (Nissan Micra); B: Andrew Turner/Dennis Turner (Citroen C2R2); C: Tilburn/Tilburn; D: Bell/Radford; E: Pennington/ Priest.

P

Event: Horiba D’Isis Stages Rally. Organiser: Quinton Motor Club Date: 13th April, 2013 Where: MIRA, Nr Nuneaton.

Championships: ANCC; ANEMMC; ANWCC. Stages: 7. Stage miles: 60. Surface: Tarmac. Starters: 76. Finishers: 52.

Ben Burt and Mark Woodcock

topped a trio of Darrians bringing their T9 version home eleven seconds ahead of the T90 GTR of Washington James and Paul Williams who lost top spot following a last stage spin.

The GTR had been plagued with gearbox problems losing fifth and second gears earlier in the day before sixth locked while downshifting with a high speed spin ensuing. On hitting the Armco a rear shock absorber broke resulting in a puncture and almost a minute was lost, robbing the crew of victory.

All top three seeds retired with the MG Metro 6R4 of Robert Low and Lee Carter first to go with differential problems, soon followed by the similar car of top seeds Tom Morris and Colin Harkness with electrical issues. A bent strut put paid to Roger Hicks and Joy Hoyle’s Ford Escort Mk2 on SS5. Other retirees included Guy Wright and Mark Ellis who crashed their Peugeot 306 Maxi on SS1 and

Results (Top 10) 1 David Turnbull/Matthew Whattam (Subaru Impreza WRC) 42m34s; 2 Paul Swift/Giles Dykes (Ford Escort Mk2) 44m38s; 3 Martin Hodgson/ Tony Jones (Ford Escort Mk2) 45m30s; 4 Stephen Tilburn/Jack Tilburn (Ford Escort Mk2) 45m54s; 5 Craig Pennington/Wayne Priest (Mitsubishi Lancer Evo9) 45m56s; 6 Chris Marshall/Simon Hunter (Mitsubishi Lancer Evo5) 46m03s; 7 Karl Simmons/ Guy Simmons (Subaru Impreza) 46m09s; 8 Graeme Bell/Russ Radford (Ford Escort Mk2) 46m40s; 9 Mike Bayliss/Peter Dawson (BMW Compact) 46m42s; 10 Alan Oldfield/Garry Green (Ford Escort Mk2) 46m53s.

Jones and Mikey Herritts leading the way - a comfortable fourth overall. Martin Hodgson and Tony Jones were next up, just a second behind and interrupting the flow of Fords, came the Mitsubishi Lancer E7 of Mark Clarke and Richard Arnold.

Lyndon Barton and Andrew Bowen claimed seventh finishing two seconds ahead of Mike English and Dave Roberts, who having sorted their early gear selector problems had to contend with a

sticking throttle. Former Scottish rally champions Gary and Gordon Adam claimed ninth place ahead of Steve Tilburn and Jody Wilson.

Graham Muter and Stephen Prince won class A in their Escort Mk2 after overhauling the Nova of eventual runners-up Alistair and David Oram who struggled to find grip and were lucky to survive an off on SS6. Escort Mk2 pairing Richard Davies and Gareth Wilcox took class B honours from Steve Moore and Ian Pilkington who dropped over a minute after their Corsa stalled.

Results (Top 10) 1 Ben Burt/Mark Woodcock (Darrian T9) 50m49s; 2 Washington James/Paul Williams (Darrian T90 GTR) 51m00s; 3 Andy Fraser/Terry Martin (Darrian T9) 58m08s; 4 Julian Jones/Mikey Herrits (Ford Escort Honda Mk2) 52m02s; 5 Martin Hodgson/Tony Jones (Ford Escort Mk2) 52m33s; 6 Mark Clarke/Richard Arnold (Mitsubishi Lancer Evo7) 52m34s; 7 Lyndon Barton/Andrew Bowen (Ford Escort Mk2) 52m56s; 8 Mike English/Dave Roberts (Ford Escort Mk2) 52m58s; 9 Gary Adam/Gordon Adam (Ford Escort Mk2) 53m13s; 10 Stephen Tilburn/Jody Wilson (Ford Escort Mk2) 53m32s.

Class Award Winners: A: Graham Muter/Stephen Prince (Ford Escort Mk2); B: Richard Davies/Gareth Wilcox (Ford Escort Mk2); C: Jones/Herrits; D: James/Williams.

P

MAy 2013 pacenotes

030 // REPORT // dunlOP naTiOnal Rally chamPiOnshiP

ciRcuiT Of kERRy

organisers: Kerry motor Club. date: april 17th. where: Tralee, Co.Kerry. Championships: Top Part West Coast Rally Championship. stages: 6. starters: 97

WORds :: xaviER mccaRTan // PicTuREs :: sEamus cOunihan

ItÍ sæ Merryæ foræ Kellyæ inæ Kerry Having had constant success over the years in his Group N Mitsubishi and a brief dabble with a Ford Focus WRC, Donagh Kelly partnered by Kevin Flanagan took his Subaru Impreza WRC S11 to his and the cars first WRC victory at the Circuit of Kerry Rally.

2nd: kenny mCkinstry & kenny hull

winners: donagh kelly & kevin flanagan

Based this year in Tralee, with an entry of over 100 crews and run over six stages, there were a number of late withdrawals leading up to the start of the event. Event local crew Thomas Fitzmaurice and Finn Foley were first to depart when the gearbox started making ominous noises following a run up the road, along with the cars of Niall Maguire and Derek McGarrity. Making up for it were some last minute entries from Tommy Randles and Brendan Cumiskey in a new Citroen DS3.

Stage 1, Headley’s Bridge and it was the Subaru Impreza WRC of Declan and Brian Boyle who threw down the gauntlet with a time 2.8 seconds quicker than Kelly, who caught Kevin Barrett on the stage.

Kenny McKinstry with Kenny Hull in the co-drivers seat was a further 30.8 seconds behind Kelly in the recently acquired Subaru S14. At the stage end he said, “We have had a few moments, nothing major, but those are some times from the guys in front.” Kevin Barrett and Sean Mullally were in fourth in another Subaru WRC, Alan Ring and Adrian Deasy

Cl2: jason royCroft & niCole o’shea

pacenotes may 2013

3rd: kevin barrett & sean mullally

leading Group N and holding fifth overall.

The roads were remaining dry, giving most drivers the confidence to push on and by the end of stage 2 it was still the Boyles leading from the front in their Subaru WRC holding an 11.5 second advantage over Kelly and Flanagan in a similar car. By now McKinstry

4th: alan ring & adrian deasy

was 50 seconds down on Kelly and struggling to get to grips with left hand drive in the S14 and he said at service, “There are still a few problems with the launch control, but the guys in front are on a severe pace.” This was echoed by Declan Boyle who said, “The roads have been very slippery in places, and parts of it are very fast, but it

Cl3: joe mCCarthy & jason o’brien

is all ok so far.” Barrett meanwhile held fourth admitting that being out of the car for some time was not helping.

Group N featured a titanic battle between Ring in his Mitsubishi, as well as Eugene Meegan and Jonathan Treanor in a similar car. The Subaru Impreza N12 crew of James Laverty and

5th: frank kelly & stephen quinn

James Regan joined them in the fray. Shane Maguire was happy with his progress, but felt his tyre choice could have been better for the opening pair of stages.

Frank Kelly and Stephen Quinn were going well in their Ford Escort MkII, but felt that they were losing time with gravel in the corners and suffering wheelspin.

Cl4: alan ring & adrian deasy

They held a lead of under 20 seconds to the similar car of John McQuaid and Seamus O’Connor.

A puncture for one of the pre event favourites, Ed Synan on the opening stage effectively ruled him out of a good result.

Stage three produced the big change, as the Boyle’s Subaru WRC slid off the road, towards the end of the stage on a tight right hander. They had been blighted by wiper motor issues that affected his view of the road and they were out, with fortunately only minor damage to the car. This left Kelly and Flanagan leading the event by over a minute from McKinstry in the Subaru S14, who in turn were now just under 20 seconds ahead of Barrett and Mullally in another Subaru. Alan Ring held fourth in his Mitsubishi. The wind and rain had arrived and changed the context of the event, with drivers having moments on slick tyres and struggling for grip. Ring said, “It has got very slippy there with the rain now, and it’s a real struggle to stay in a straight line. Common sense approach now….” He still maintained his lead in Group N.

Cl5: barry boyle & miChelle stafford

CL6: KEN O’NEILL & RONALD RIORDAN

CL8: PAT KELLY/ JONATHAN KELLY

CL9: EAMONN BARRETT & KEN KENNEALLY

CL10: MICHAEL P KELLEHER & JOHN DOODY

RESULTS 1 2 3 4

CL11F: CAL MCCARTHY & WILLIAM LYNCH

Stage four saw McKinstry set fastest time despite some minor issues with the car stalling, costing time again. Kelly still held a substantial lead and was determined to make no mistakes with two stages still to go. Barrett and Mullally remained in fourth overall, albeit now nearly 30 seconds behind McKinstry, but only six seconds ahead of Ring in the Group N Mitsubishi.

The Group N battle was still close with Ring heading Meegan and Treanor by just over 17 seconds in a similar Lancer, with Shane Maguire and Martin McGarrity in the Subaru Impreza N11 28.5 seconds behind.

Frank Kelly and Stephen Quinn were still locked in a close battle with the similar Ford Escort Mk2 of John McQuaid and Seamus O’Connor. The word from the stages was the pair were entertaining to watch in the damp conditions.

Staying out of trouble over the last two stages saw the Subaru Impreza WRC S11 of Donagh Kelly and Kevin Flanagan take victory of the rally.

The lead they had, heading into those stages meant a measured and sensible approach would assure

CL14: FRANK KELLY & STEPHEN QUINN Project2:Layout 1

27/11/12

15:43

CL11R: JASON COSTELLO & GARY CARROLL

them of victory. They had a margin of nearly a minute and a half over the Subaru Impreza S14 of Kenny McKinstry and Kenny Hull, with the McKinstry Motorsport run Subaru WRC of Kevin Barrett and Sean Mullally taking third, just over half a minute behind the Banbridge engineer.

Heading into the sixth and final

CL13: FRANK SWEENEY & JANE COGAN

stage Alan Ring and Adrian Deasy had a lead of just over 18 seconds over the Mitsubishi pairing of Eugene Meegan and Jonathan Treanor. That was enough to take victory in Group N and fourth overall. James Laverty and James Regan brought their Subaru Impreza N12B home for third in Group N and eighth overall, following Shane Maguire, who damaged a wheel and retired.

It was a delighted Kelly, who at the finish said, “I was enjoying the

CL20: JOHN HICKEY & JOHN MCCARTHY

Page 1

What REIS can do for you...

CL12: WILLIE CAVANAGH & OLIVIA COEN

5

morning battle with Declan. It was a pity he went off, just as it was warming up, but I am happy with how today has ended up.” He went on to say, “You sometimes wonder when the next one is coming, but I can tell you today is very sweet, not just for me, but the whole team.”

The Escort competition was settled in favour of Frank Kelly and Stephen Quinn by a margin of 24.6 seconds over the similar Ford Escort Mk2 of John McQuaid and Seamus O”Connor, who finished fifth and seventh overall respectively.

In the historic event, PJ O’Dowd and John Young in their Talbot Sunbeam headed home the Ford Escort MkI of Philip McKibbin and Padraig Brick by 23.0 seconds.

The junior category was won by the Honda Civic crew of Richard Moore and William Kehoe. They had a lead of 45.1 seconds over the similar car of Darren Young and Sean Walsh by the finish. The Honda Civic Type R of Patrick Lawlor and Cian Dineen finished third in the junior section, but they were three and a half minutes from improving their final position.

6 7

Donagh Kelly/Kevin Flanagan Subaru .......................... 59:00.5 Kenny McKinstry/Kenny Hull Subaru S14 ................ 1:00:28.0 Kevin Barrett/Sean Mullally Subaru Impreza S11 .. 1:01:01.3 Alan Ring/Adrian Deasy Mitsubishi Evo ........... 1:01:15.9 Frank Kelly/Stephen Quinn Ford Escort Mk2......... 1:01:28.6 Eugene Meegan/Jonathan Treanor Mitsubishi Evo ........... 1:01:38.9 John McQuaid/Seamus O’Connor Ford Escort Mk2......... 1:01:53.2

Class 2 1 Jason Roycroft / Nicole O Shea Honda Civic Ek4 Class 3 1 Joe McCarthy / Jason O’Brien Honda Civic Type R Class 4 1 Alan Ring / Adrian Deasy Mitsubishi Evo 9 Class 5 1 Barry Foyle / Michelle Stafford Ford Ka Class 6 1 Ken O’Neill / Ronald Riordan Ford Puma S1600 Class 8 1 Donagh Kelly / Kevin Flanagan Subaru WRC S11 Class 9 1 Eamonn Barrett / Ken Kenneally Ford Escort Class 10 1 Michael P Kelleher / John Doody Ford Escort MkII Class 11F 1 Cal McCarthy / William Lynch Honda Civic Class 11R 1 Jason Costello / Gary Carroll Ford Escort MkII Class 12 1 William Kavanagh / Olivia Coen Ford Escort Class 13 1 Frank Sweeney / Jane Cogan Ford Escort MkII Class 14 1 Frank Kelly /Stephen Quinn Ford Escort MkII Class 20 1 John Hickey / John McCarthy Ford Escort 4x4 Historic Class 18 1 PJ O’Dowd / John Young Talbot Sunbeam Junior Class 16 1 Richard Moore / William Kehoe Honda Civic

P

JUN: RICHARD MOORE & WILLIAM KEHOE

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MAY 2013 pacenotes

032 // report // william neill looks at how snow stopped play

easter drama

WORDS :: william neill // IMAGE :: simon mooney

TROA news Next-up in the Irish Tarmac

Rally Championship is the classic Cartell.ie International Rally of the Lakes in Killarney from May 4 to 5. The event will mark round two of the Irish series and for the first time host the European Historic Rally Championship. No doubt Molls Gap will be a firm favourite to watch some rare and expensive machinery - a treat for the eyes and ears.

Round one (Galway) winner, Keith Cronin scored 24 points, followed by Eugene Donnelly in the McGeehan Motorsport Mini on 18 points.

The Subaru’s of Declan Boyle, Derek McGarrity and Donagh Kelly are the top five going into the next round.

Fergus O’Meara (Ford Escort Mk2) leads the way in the Modified Challenge running as part of the Irish series. David Armstrong is currently second.

The historic section started their season at the Killarney Historic Rally last December and it is lead by the Volvo of James O’Mahony. Ray Cunnungham is in second using a Mini. John Spires has his Porsche 911 in third.

Key details for the Killarney event include 16 stages (2 legs of 8) with 230km of stage mileage.

Each day will see the Molls Gap stage open the action with 19km of tarmac setting the scene.

On the Saturday the stages are east of Killarney named Gortnagane, Bannard and Knockacullig.

On the Sunday the rally moves south taking in classics such as Healy Pass, Cods Head and Ardgroom followed by a blast through the Killmackillogue harbour test before the finish ramp at the Glenagle Hotel.

Spectators and competitors can keep track of what happens between now and the rally at www.rallyofthelakes.com. The remaining rounds of the series are Donegal International Rally (21-23 June), Ulster Rally (23-34 August) and the Cork 20 International Rally (4-6 October).

Pacenotes Rally Magazine will keep you up-to-date on the series. pacenotes may 2013

Snow Show at Easter…

It didn’t happen. And realistically it couldn’t happen. This page had been set aside to showcase the Easter Stages Rally, but as the calendar turned to the week of the scheduled event it became clear snow would stop all plans.

I look at what happened and what is next for the Easter Stages Rally and Circuit of Ireland duo.

For a rally fan in Ireland Easter is an excuse for yet another rally and a large portion of readers will have lined the route. It was among the rallies that brought me to my career today and it still sparks interest in new rally fans every year. The promotion the Easter weekend received last year as a round of the Intercontinental Rally Challenge will have added to that.

So it is strange not to have had the weekend of rallying that first started in 1936.

Just last year I flew back for Rally de Portugal to catch the IRC series as it came to Ireland and my home county of Armagh. From such a major level to no event must have been heart-breaking for the organisers. But on ten other occasions (some will argue eleven) the Circuit of Ireland did not happen. From 1940-45 there was no event while WW2 took place.

Soon after (1948) petrol rationing caused no rally. In 1957 there was the Suez Crisis.

In 1972 and 2000 there was no Easter marathon across Ireland. Foot and mouth was the reason behind the 2001 event not running. And here is the one to create debate. In 2007 there was a rally under the name Easter Stages Rally won by Mark Higgins/ Rory Kennedy. It was debated then if it counted as a Circuit of Ireland victory. And no doubt it still divides opinion today. Enough of the history lesson. What happened this year?

On the Monday before the rally was due to take place concerns for the rally were heightened much like the snow lining the roads particularly in the Dromara Hills, around Slieve Croob. Competitors had already been forced to cancel the first planned recce and stage conditions were getting worse.

The event was quickly questioned on its official Facebook page, Twitter account and on rally discussion websites. The organisers had to make a decision. And that day they did. Not just for the good of the rally, but the sport too.

We may have lost one rally once, but it could save many more in the future. Why? The stage residents and farmers will have noticed the fact a rally did not

happen in order to facilitate those who required access that week.

In that area alone the Down Rally is also run, last year on the roads and usually in forests.

While it may be a different set of organisers, locals may not take time to note the difference. Some will just see it as another rally that holds up their lives (those who are anti-closing roads that is). Their thoughts may have angered them all the more when they needed aid and food for themselves, neighbours and livestock. And in my experience one resident swung the other direction can make all the difference in whether a stage will run or not.

If the rally went ahead and someone needed access in an emergency they couldn’t have had it. There most likely would have been what we call in the media

Belfast featuring Northern Ireland didn’t happen (twice). The list goes on and the rally was no different.

The snow banks on the set stages were higher than any rally car entered. If a car was to hit a bank the snow could have fallen onto the path of the stage. The next car may not have seen it and caused an accident. If a car hit a bank and spun it would have been unlikely they wouldn’t have blocked the stage. If a car hit a bank and rolled, the next crew, marshals or spectators may not have been able to get to the other side of the car quickly to help or warn the next crew. This is where the line was drawn - safety.

Events can be run in the snow.

Anyone who was at the Turkey Run at Aghadowey Race Circuit in 2000 will know that. But there is a difference in a race circuit

world a PR disaster.

As a journalist I was among the first to publish the news. On Monday 25 at 3.25pm I was told an announcement would be made regarding the rally. And within five minutes I had the news that there would be no rally. The decision was announced quickly and rightly so. It would have become difficult for all at a later point.

So what happens when you can’t or decide not to run a rally?

The time, effort and money had already been placed.

Well, it seems our sport comes together. Rallying decided it was not feasible to run the event in question. And over I have spoken with many people in the sport.

Not one person said the wrong decision was made. The fact is everyone I spoke to would like to have went rallying, but not one argued with the call.

Many events, some sport and others not, were cancelled because of snow in the same month. A car show in Larne, a football match in

event and closed roads. No snow banks, all in one location, perhaps emergency services can deal with the conditions and the organisers will have thought of many more scenarios.

On the day the rally was due to take place an avalanche occurred on a road section between what would have been stages two and three. Also that day rally folk helped an 88-year-old man, who was stuck in his house because his careers were unable to get to him. Among the helpers was well-experienced navigator Chris Patterson. They did not only help an elderly man, but rallying too.

What is important for Irish rallying is the support of the second oldest rally in the world - Circuit of Ireland. So, Circuit of Ireland Rally 2014. A round of the FIA European Rally Championship? Well, that is the hope and dream of orgainsers and sponsor Kevin Barrett and if truth be told now more than ever… us all.

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Thirty years ago in Kenya A tale of two Finns...

Easter time traditionally witnessed a loyalty tug-of-war for British rally fans. You ventured across the Irish Sea to the Circuit of Ireland or you ventured further afield to Kenya for the Safari Rally. Both events fascinated in full measure and are now sorely missed. So far as both events were concerned, they produced endless scores of memories, each leaving a legacy for the sport.

This is a story about what happened in Kenya

thirty years ago, when the reality of being in the right place at the right time was never more important. For Ari Vatanen, it was real, for Timo Salonen it definitely was not.

Even the evening before the finish, nobody would have given Ari Vatanen a hundred-toone chance of winning this event. Few who had followed the career of this wild young Finn over the years would have given him any chance of finishing, let alone winning the toughest rally in the world. But when the final engine disaster hit the previously undefeatable Nissans and the pressure of leading for so long finally got through to Audi’s local specialist Vic Preston Junior – it was the turn of Vatanen’s Opel to lead. Most people had considered that any success for Opel would go to his venerable team-mate Rauno Aaltonen, entered on his twentieth Safari and the most experienced of any works driver on the event, but engine trouble was to defeat him.

Having entered six different types of car on this event in the past six years Nissan had now come to the Safari with the 240RS, which was first seen at Monte Carlo fitted with new 16-valve engines, which were to fail and end their four year reign of Safari success. Audi were present in Kenya for the second time, using the already established heavyweight Quattro, the last appearance before a lightweight version was due in Corsica.

pacenotes MAY 2013

The Opel Ascona 400s were appearing in the WRC for the last time, as the new Manta 400 was also due to appear in the next WRC event.

There was a wonderful collection of other cars on the event, not the least being special pick-up Datsun 1200 and Peugeot 504 cars.

Rob Collinge entered a lightweight Range Rover and there was a surprise return to competition for Alfa Romeo, who entered a Group 2 Alfetta GTV6 for Sandro Munari, on which considerable work had been carried out for the event.

Audi’s plans took an early setback on the leg down to Mombasa when Mikkola stopped with a water pump pulley failure and lost two hours while it was repaired. The time loss was bad enough, far worse was the fact he was running last on the road and had to catch up through the dust of slower cars, many of whose drivers had no

knowledge of the monster behind. Michele Mouton took over the lead. Munari was delayed when he ran out of fuel, but as soon as the rally had left Mombasa and started back again for Nairobi, Mouton lost nearly three-quarters of an hour when a wheel fell off, not having been fastened properly at the last service point.

Suddenly Nissans were leading, as had become normal at the Safari, but shortly before reaching Nairobi at the end of the first leg the Japanese suffered a most alarming series of misfortunes.

Firstly Shekhar Mehta went out, then teammate Mike Kirkland, both with cylinder heads troubles, but at least Timo Salonen was poised to regain the lead. Misunderstandings at the Nissan service point cost time and put Vic Preston Junior ahead at the regrouping point.

The second leg run inland to the north held fewer terrors, despite pre-rally predictions. Preston kept his lead and Salonen

31st Marlboro Safari Rally: Timo Salonen

31st Marlboro Safari Rally: Winner: Ari Vatanen / Tery Harryman (Opel Ascona 400)

consolidated second place. Mikkola was gradually edging his way back into contention, lying sixth overall at the end of the leg, with every hope of catching back more places before the finish. The Audi cars looked and sounded strong, arriving back in Nairobi the first three cars on the road. It was clear however that the third leg would make or break the cars. The first section ran non-stop to Kakamega, by-passing big towns and twisting endlessly round the tea plantations near Lake Victoria. As the rally reached Kakamega things finally started to happen again. Vatanen was lying sixth overall with less than 20 controls to go. Mouton had trouble, then the rally leader Preston had a power loss which meant he had to change his turbocharger. This meant he lost his place at the front of the rally which Aaltonen in the Opel took over. Preston still retained the overall lead, but now had to drive at night in other drivers’ dust. Problems came soon in the form of an accident which badly damaged Preston’s car and caused retirement. Salonen took over the lead, but he was wondering how long his engine would last. During the night Aaltonen had gone out with engine failure, Mouton had lost another wheel. At dawn on the final day Salonen was still leading, but his engine finally expired during the final morning.

So Vatanen was in the lead, but he was nervous about his axle. The time schedule was too tight to risk changing it. Driving with a new-found maturity he kept going withstanding the pressure from Mikkola, who had risen to second place. A late retirement was that of Rob Collinge with his Range Rover, who crashed three sections from the end. For Opel and particularly their sport boss Tony Fall it was the fulfilment of four years of steady and

unspectacular effort. It had been a disaster for Nissan even if the privateer Jayant Shah came fourth. Being in the right place at the right time is still a prerequisite of the sport for Ari. The story for Salonen was quite the reverse of that of Vatanen. Salonen, “There were three of us in the Nissan team for the Safari Rally in 1983. Both the other cars retired with broken engines on the first leg, which left me alone.

We were doing quite well until the second last afternoon when I started to hear some noise from the engine, like a lot of piston slap. We came to a rest halt and as we had a lead of a little more than two hours. I told our team manager Takashi Wakabayashi that we should stop at the next service point and open the cylinder head. We knew that it was only a one hour job, and we would still be well in the lead of the rally. Wakabayashi tried to tell me what I could hear was a normal engine noise, so nothing would be done! We drove off down the rally route and then something came out of the engine compartment on to my windscreen.

It was fluid and it wasn’t rain. It was oil. The engine then started to run on three cylinders.

I stopped and radioed for the service vans to come. It took some time before everybody arrived and started work on the car. A valve had hit a piston. After a little more than an hour they swopped the cylinder head from the practice car and we were back in action again. To start with the car felt perfect, but then later, even after I had started to drive on slowly a piston failed. As this was in fact only one short competitive section left to run, so we still carried on. The engine trouble got worse.

By the time we got to the start of the section there were

only two cylinders working and then it gave up altogether. For me the worst thing about not winning the Safari was not the loss of the victory but the fact that the team did not believe what I had told them. They could not accept what I had said about the engine. I suppose they did not want to believe me, because they had always built reliable cars before.”

When the history books were being written a lot of very significant facts emerged. The Opel Ascona 400 had truly come to the end of its career as Opel’s most successful rally car. Its life was soon swamped by the new generation turbocharged and total traction cars. It was also notable that it was the first type of car which had won the two extreme events in the sport, Monte Carlo Rally and the Safari. It was the last major rally victory for Opel, apart from Sepp Haider’s win in a Kadett in the drivers’ championship in New Zealand in 1988. And apart from the remarkable victory of Bernard Beguin in Corsica in 1987, Vatanen’s win in Kenya was also the last time a major classic WRC event was won by a traditional format of normally aspirated car.

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Who taught you to drive?

Doug of Doug’s driving school in Rotherham. But in reality I learnt most from being a passenger and then driving with my dad. He was always an enthusiastic driver and this obviously influenced me.

I even got my first speeding ticket in my dad’s car with him as passenger on the way to a motorbike meeting at Cadwell Park.

How/When did you get interested in Motorsport?

My interest in motor sport definitely comes from my dad, who is a keen motorcyclist.

My first experience was a trip to the Isle of Man TT when I was two-years-old. During my school years we spent many weekends at motorcycle race meetings or out in the forests of Yorkshire watching national and international rallies. From that point I knew I wanted to take part one day.

Who are your Motorsport heroes?

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During my earlier years, motorcycling was my main interest and my hero was Mick Grant. We spent many weekends at Cadwell, Donnington, Mallory and an annual weekend at Scarborough watching Mick battle with Phil Reed, Barry Sheen and

Birthday: 27th December 1971 Lives: Northwich, Cheshire Occupation: Engineering Manager (Ford Motor Co) Rally car: Vauxhall Nova 1.4 16v Road Car: Ford Focus ST Estate, Ford Kuga

Ron Haslam. As my interest switched to rallying, my hero was Stig Blomqvist. I loved the way he had to battle the hoards of Escorts in his early career at Saab. His wins in the 1979 Swedish and Mintex rallies being the highlight. When he moved to Audi in 1982 I knew he would get the better of Hannu Mikkola, which he duly did and became world champion in 1984. Latterly Colin McRae stepped to the fore and I spent one of the best weeks of my life following the 1995 RAC from start-to-finish as he won the championship.

What was your first competitive event?

The 061 Road Rally in 2001 was my first competitive event.

With a friend navigating on his first event too, we managed to get round the route and win first novice. My first stage rally in a still road rally-spec Nova was the 2004 Weeton Stages.

Seventh in class and 28th overall showed me I needed more power, a better gearbox and more importantly more practice!

What drive are you most proud of to date?

I have managed quite a few top ten finishes in rallies at 3 Sisters, which is always pleasing in a 1.4, but my best drive was at last year’s D’Isis Stages, where I think I got the absolute maximum out of the car and drove at least 3 perfect stages.

I believe there was no room for improvement. This only brought third in class and a top 30 overall result, but I gained massive satisfaction from the event.

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ESSENTIAL GUIDE

How to Build an Escort MK2 Rally Car...

IN FACT... ANY RALLY CAR!

Fancy building your own rally car? Well now you can! This is the first ever Pacenotes guide to building your own competition vehicle! Over the next 12 pages, we will outline what is involved in building a fully prepared rally car from start to finish. And although we follow the build of a modern spec Mark 2 Escort, every stage of the build can be transferred to the building of any rally car.

O

bviously this is not a step-by-step ‘how to’ guide – that would require a small book – but it is an example of the processes involved, so expect a lot of photographs!

The build was carried out by Stephen Wishart, of Wishart Motorsport Fabrication, and

by Frank Conville of F.C. Motorsport. Incredibly, the entire process required around 750 man hours to complete, after which, a brand spanking new pristine Mark 2 Escort that’s ready to hit the stages was born!

Planning & Budget

The first part of the process is to decide what sort of car you are going to build. Like all projects of this type, a number of different factors will influence any decisions…none bigger than budget.

A cheap clubman car, an historic car, a homologated model or a full blown modified car (like our Escort build) will all have certain aspects that cost similar money such as the safety gear. However the ‘big ticket’ items such as the engine, transmission, electronics, wiring, suspension and brakes is where serious money can be spent, depending on spec and quality!

Another big factor is the actual building process. Are you a good DIYer? Would you have the confidence to give it a go yourself? Or do you enlist the help of the experts as required? Or

The shell stripped of all sealer and sound deadening.

components but should still look and feel like an Escort. Here is a brief spec: • It will be for tarmac use only • Engine will be a 2.5 running in Class 14 • Gearbox to be a heavy duty sequential • The suspension layout will be traditional McPherson struts at the front with a 6 linked live axle at the rear.

• In line with the traditional look of the car, the shell will be prepared accordingly. The standard bulkheads remain, and all the major components in the usual places.

The Design

perhaps you go all out and commission a ‘stage ready’ build.

Building any rally car is a personal journey.

Each car will be unique to its owner and each owner will hopefully have miles of stage enjoyment, regardless of budget!

Design and Shell Preparation

Our guide features the famous Ford Escort Mk2.

However, the build can be taken in a number of different directions which will affect how the car is put together. Making the essential decisions before starting the build will save time later on and avoid mistakes creeping in.

This particular car will be built to a modern Group 4 specification. It will use updated

Back from the Blaster to reveal any problem areas

All drain plugs and unneede holes are filled in.

Once those aforementioned decisions have been made, the design aspects of the car can be started. With the design set in stone, the build will progress much more smoothly and quickly.

As the Escort has been around for so long, you may think that they are as fast as they can be, but they are still evolving.

As said before, our build car still has to look and feel like an Escort, therefore the design is an issue of small margins. There is no single feature that will make a massive difference to speed but the combination of small improvements should produce a car that is quicker on the stages.

I’m not going to get into the details of the design but the suspension geometry will be optimised for tarmac use. A degree of adaptability will be built in allowing setup changes to be made easily.

The overall weight will be slightly lower, but more importantly the torsion rigidity should be greatly improved, leaving a strong, durable car needed for the 300+ bhp.

The weight distribution will be optimised for centre of gravity, height, moment of inertia and balance. Serviceability should also be improved with all major components easily within reach.

Enough typing…let’s get on with the build!

Rear floorpan cut away on the jig.

Sections are cut out and repairs made good.

MAY 2013 pacenotes PAGE 41

ESSENTIAL GUIDE

How to Build an Escort Rally Car...

The Shell Strip and Repair F

irstly, a nice donor car was located and stripped to a bare shell.

At this point, the shell is fitted to a spit for a trip to the blasters, but some preparation is required before that happens. All of the original seam sealer and sound deadening material must be removed, as the blasting process struggles to remove this, and rust is usually hidden under the sealer.

The next stage of the process is to carry out

Before...

any remedial repairs to the shell. Our shell is a very good example but remember it is well over 30-years-old!

This will bring the shell back to its original state. On a car like this, the repairs are carried out to concours restoration standard, and would put many show cars to shame once finished.

Any rot is cut out completely and replaced with either a new panel or new metal shaped to fit.

On this car, the passenger side kick panel and

Before...

sill required some attention (see pics).

At this stage, it is worth carrying out a full restoration. I have seen enough Escorts to know where they can rot. Even places which might seem OK may become a problem in a few years time.

The danger areas are the double skinned panels and hidden areas. Any potential problem panels are removed, checked and replaced with a fresh coat of zinc paint

after!

The Go Faster Bits

the old metal is cut out and all the welding is taking place.

• It shows if the donor shell is straight to start with.

• It allows the new parts to be fitted with a greater accuracy and repeatability, especially the suspension pickup points.

N

ow we can move on with the work which makes the car faster. As you know, a light car will accelerate, brake and corner faster, so the next stage is to remove all unwanted weight.

If any part of the car doesn’t contribute to either the strength or speed, then it has no place on a competition car.

All unused brackets are removed – these include seat mounts and stiffeners for the standard steering and pedal box. This means a few hours work with a spot weld drill.

Sometimes, it isn’t so obvious. For example, the standard seat belts mounts will not be used so the heavy part of the panel is removed and replaced with lighter gauge material. This takes a bit of time to find all these bits and pieces but you can find quite a few kilograms hiding in dark corners.

Shell Strengthening

The next thing is to strengthen the shell. This starts with seam welding the chassis rails and all the highly stressed joints around the bulkhead and suspension mounts. This will avoid the original panels pulling apart under the strain. I prefer the 1’’ on, 1.5’’ off technique, as it gives a good balance between the strength and weight (welding wire also has a finite weight).

Our welding technique 1” weld with 1.5” space

PAGE 42 pacenotes MAY 2013

after!

This is a purpose built jig which would be too great an expense if you are only building one car, but it is worth while making up some basic braces to hold the shell.

Our custom made full size Escort jig.

Group 4 modification work Now we can get started with the proper group 4 work! As I said before, I’m not going to detail every single piece of work, just some select areas. So let’s look at the modifications to the front of the car...

Firstly, the shell is fitted to our custom jig, to which it attaches in 14 places. This serves several purposes: • It keeps the shell straight and true whilst

Unused seat mount brackets are removed to save weight...

Panel removed and replaced with lighted guage material.

Center Tunnels

The first area of modification is the centre tunnels. The heavy duty motorsport gearboxes used nowadays are much larger than anything Ford intended. For this reason, and for increased serviceability, the standard gearbox tunnel is replaced with a bigger version.

Because of the extra suspension travel at the

Metal not required!

Tranmission tunnel shaped and fitted.

The Bulkhead Front floorpan cut away to accept new modified tunnel.

rear, the propshaft tunnel has to be raised to stop the shaft fouling the tunnel.

Next, the standard tunnel is cut out (note the dash has been removed, as this will be replaced with a lightweight version).

New tunnel folded and ready to go in.

Bulkhead with the extra ‘shaped’ gussets are fitted the the chassis legs.

Before the gearbox tunnel can be fitted, we need to give the bulkhead some attention.

The main area of the bulkhead will be double skinned to add some strength. This isn’t as important with this particular car as the roll cage will pass through the bulkhead and the pedal box will be floor mounted. Therefore the material used is slightly lighter than it would be for an historic car.

Note the inner bulge of the standard bulkhead is hammered flat as this can cause a moisture trap between the two skins.

The eagle-eyed amongst you will have noticed that there still appears to be a large hole in the floor. This will be filled with a small tunnel in which to house the lower part of the exhaust manifold. This tunnel continues along the floor

Front Tunnels welded up.

to the rear in order to keep the exhaust out of harm’s way.

Now back to the bulkhead - some extra strengthening.

Gussets are fitted bracing the chassis legs to the bulkhead (note these have cut-outs to allow room for the exhaust manifold). The top lip is folded down and welded to the bulkhead. The addition of a few well placed gussets leaves a very strong front end.

New bulkhead skin ready to fit.

Bulkhead with new skin and extra strengthing.

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ESSENTIAL GUIDE

How to Build an Escort Rally Car...

Inner view shows just how much is removed.

The Rear End

Standard arch marked to be cut

Axle in place in a complete car showing the four longitudinal links.

The arch and complete inner tub cutout

N

ow we concentrate on the rear of car, including the suspension mounts and wheel tubs.

This car will have the traditional Atlas axle which will be ‘six-linked’.

For those that don’t know, the axle is retained by, as the name implies, six links.

There are four longitudinal links to locate the axle fore and aft, and to keep the correct geometry as the axle moves up and down through its travel. Two lateral links then take care of the sideways forces and keep the axle central.

The standard leaf springs and inclined dampers are replaced by upright coilover units.

The new tubs are welded to the outer arches and bodyshell

The lateral links are attached to a pivot on the axle and the setup is generally known as a Watts linkage.

Ford didn’t provide any of these mountings (even if they had, they would be in the wrong place), so it is up to us to fabricate all the necessary brackets and attach them to the bodyshell.

A lot of thought goes into the design of the mounts. Like the rest of the car, these must be as strong as possible while keeping the weight down.

All mounts are fabricated from various grades of material to ensure that the high stress areas are strong and low stress areas light. On a higher powered car

New tubs in place ready for turrets

such as this, the main stress areas are fabricated from an aerospace grade material which is much stronger than normal steel. For maximum stiffness, everything will be tied into the roll cage.

Wheel Tubs and Arches

But before that, the wheel tubs and arches need to be modified.

This is for a number of reasons.

Namely, the standard car had 12’’ wheels…now we have 15’’. The new suspension layout provides a greater range of travel for the axle. The track will be wider and

Tubs marked to accept turrets

Tub cut out to accept new turret

The Link Boxes

The next thing we will look at is link arm mounts, known as link boxes, and the brackets for the Watts linkage. We haven’t space for a step by step, but if you look at this underneath shot you can see the Watts linkage and main link arm mounts. Note the boot floor modifications required give the axle some extra travel.

Main part of the link boxes in place. Note this car will use a modified rear floor section, hence the large hole. This is to gain some extra axle travel and increase strength. The only thing left to do is fit the Watts linkage brackets and reform the rear floor, but I don’t have enough room to show everything here!

PAGE 44 pacenotes MAY 2013

the ride height lower.

The tubs and arches aren’t really modified as such. Instead, they are cut out and replaced.

The new tubs are fitted and welded to the outer arches and the body shell. We make a ‘rounded’ tub to keep the look more original.

Next on the agenda are the mounts for the coilovers, generally called turrets. To fit these we have to modify our new tubs.

The tub cut out and shaped to accept the turret shown from inside and outside.

New turret and wheel tub welded in...

Link Arm Mount > < Watts linkage mount

Watts linkage mount >

Link Arm Mount >

Geometry early on...

A small word on geometry. Obviously all suspension mounts need to welded in the correct place to suit the car. It should go without saying that everything should be straight, square and symmetrical in the shell. But it is a little bit more complicated than that...

A number of factors will affect the dimensions, such as wheel and tyre sizes, or whether or not the car be used on tarmac, gravel or both, as well as ride height and the stroke of the dampers. These allow the axle to have the maximum travel.

Other factors need to be considered which can affect the ultimate grip such as integrating the rear suspension with the front, roll centre heights, a favourable roll couple, wheel rates, anti-squat and minimising changes in link lengths.

For example changing the angle between the longitudinal links can have a big effect on traction.

Therefore a 300+ bhp 2.5 will require different geometry than a 190 bhp 1600.

Sometimes a compromise is required but I make all mounts as adjustable as Showing the rear underside, with possible including all the stitch welding and the constructed Link Arm Mounts the turret top mounts and link arm mounts.

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MAY 2013 pacenotes PAGE 45

ESSENTIAL GUIDE

How to Build an Escort Rally Car...

The Roll Cage!

I

have been beavering away for months making little brackets and gussets, cutting and modifying, all of which nobody is ever going to notice. So in this part of the build, we will be looking at the thing that makes the most visual difference to the shell – the roll cage.

After spending one week fitting a cage, all of a sudden the shell looks finished and the customer believes that you have actually been doing something all this time!

For this car, we have designed a new roll cage for the new breed of Escort rally cars. Even in the last five years, these cars have moved on significantly.

At one time, a 240bhp Vauxhall would have powered a class (and sometimes overall) winner. But now the top two-litre cars have almost 300bhp, while the 2.5 litre cars have 340bhp, and sequential gearboxes

First job is a full trial fit

The Cage Build

are the norm.

The point of this rant? A top spec Escort accelerates quicker than a WRC and puts huge stresses into an already weak shell. With all of this extra speed, every bump and jump is hit harder and if things get out of hand, the ensuing accident will be bigger.

In terms of safety, this cage is designed to exceed the current FIA international regulations (even if the car ran out of homologation 25 years ago). This means that the cage is homologated with the 2011 changes in place (this cage was designed in 2011, when work first started on the car) and should be future proofed.

The other purpose of the cage is to stiffen the shell. It is designed using CAD to strengthen the weaker parts of the standard shell and pick up on all the suspension points.

Drop the legs through the floor so that the top of the cage is welded 360 degrees...

Firstly, you need to fit the main part of cage consisting of the main hoop, lateral legs and screen bar. These will need to be trial fitted to ensure that they are in the correct position.

Once you are happy that everything is looking good, tack in the footplates and tack the main cage in position, then fit the roof bars.

At this point, it may be useful to trial fit the entire cage to get a feel how everything fits together, especially if you haven’t fitted one of

Door bar crosses and front triangulation

PAGE 46 pacenotes MAY 2013

Where do I start!

The cage is made from T45, which has around twice the tensile strength of normal steel. This allows smaller diameter tubing to be used which keeps the overall weight of the shell down.

Six different sizes and weights of tubing are used to keep the strength where it is needed most.

The strongest parts are directed towards the safety cell and crash protection, with lighter items bracing the rest of the shell.

Fit the rear supports joining the main cage to the turrets.

this type before.

The next part is very important. All of the joints must be welded around the full 360 degrees - the scrutineers will check. But how do you weld a joint when you can’t reach the top half?

On some modern cars, you can carefully remove the roof skin. This isn’t possible with the Escort, so remove the tacked in footplates and cut a suitable hole underneath. The cage legs can then be dropped through the floor which gives enough room to get the welder in.

Repair the holes, refit the footplates and put

fitting the main hoop cross.

That’s enough trumpet blowing!

This is how to fit the cage properly…

The image above, shows what we start with - a large pile of high grade tubing of various sizes and weights.

Any decent off the shelf kit should come with all the tubes cut to size and the ends profiled so they fit together with minimal adjustment.

You don’t have to fit everything in the exact order described, but it works for me.

Take great care and attention, as these joints could affect suspe nsion geometry.

the cage back in place. That is the trickiest part completed.

Moving to the rear, fit the rear supports joining the main cage to the turrets. Check your measurements, as the main part of the cage may have moved as the top was being welded.

Add the two diagonals (sometimes these are crossed), the lower supports and the harness bar.

Now I will move on to the door bar crosses. It is worth taking a little bit of extra time to ensure that all the tubes line up, including how the door bars run into the front triangulation and the rear

Second main cross which picks up the 4 link mounts.

Tack weld first to ensure good fit before final welding.

supports.

This isn’t a major point but it will allow the forces to flow through the entire cage not just point to point. If you are going to fit the tube, you might as well put it where it was designed to go.

You can now fit the front triangulation, which joins the cage to front suspension turrets.

At this point, I would fully weld up everything that has been fitted, remembering the entire joint needs to be welded. This may require the lower part of the legs to be pulled together in order to create a bit of room.

It’s back to the rear again to fit the cross in the main hoop. This

also ties in with the 4 link mounts.

After this, fit the small supports which tie the link boxes to the turrets.

At this stage, the big pile of tubes has become a lot smaller.

All that remains to fit is the dash bar and the windscreen pillar supports. The dash bar is simple enough, but the windscreen supports require the upper door bars to be notched out to allow the supports to sit in place.

With the cage now in place, that takes care of most of the shell modifications. Next up is the dry build.

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MAY 2013 pacenotes PAGE 47

ESSENTIAL GUIDE

How to Build an Escort Rally Car...

Test block dry fitted as low and as far back to aid weight distribution

The elements for the engine mounting kit

The Tractive box ready for test fitting

A Suitable plate is mounted to the block

Mounts are fabricated and tacked to chassis leg.

The Dry Build...

Suspension geometry check…

First of all, the suspension is fitted and geometry checked through the full range of adjustment so that all the mounts could be optimised to ensure the car handles as it was designed to.

Pre-Paint

W

ith the main modification of the shell complete the focus is now the ‘dry’ build.

Here everything is fitted into the shell before it is painted. This includes the major components such as engine, gearbox and suspension but also all the small things such as: pumps, piping, seats, radiators etc. This ensures that everything fits properly and if needed can be modified to suit.

All brackets can be manufactured and welded to the shell along with all the captive nuts to ensure the car can be assembled and reassembled with a minimum of fuss, which in the long run may even save money if you pay someone to maintain the car. This also saves time if components need changed during service and could be the difference to staying in the rally or not. It also ensures that all holes and brackets are properly undercoated and painted to stop corrosion setting in.

Obviously this approach takes more time but will pay off later.

Devil in the Detail

Test drivetrain before test fitting.

these components.

Ideally all the heavy parts are kept low down and towards the centre of the car in order to keep the optimum weight distribution. But other factors also need to be considered such as ease of access during service, comfort for the crew and to a certain extent looks.

First up we will look at fitting the major components, namely engine and gearbox along with the propshaft and rear axle. Note: At this stage it wasn’t decided whether to use a Quaife or Tractive gearbox. As you can see from the pictures, they vary quite a bit in shape, so a mounting system was fashioned to suit either.

The engine here isn’t the real deal but a ‘dummy block’ used for fitting purposes.

This type of engine was only a twinkle in Roy Millington’s eye when the Escort was still in production so to make it fit, we have to fabricate our own mounts.

This stage of the build is all about the little details. A rally car is made up of hundreds of separate components - some big, some small.

When you start to assemble all these parts, suddenly the inside of an Escort seems very small. A great deal of thought and planning (and the odd heated discussion) goes into the placement of all

the finished rear gearbox mount

PAGE 48 pacenotes MAY 2013

with engine in correct position the two parts of the mount are joined with T45 tubing

full dry fit before paint... everything must be just perfect.

On this page is a series of photos to illustrate parts of the dry build…

With the major components fitted and mounts fabricated, it was time to pass on the baton to the boys at FC motorsport. In the very capable hands of Frank and Shane, the car was set to go from being a bare shell to stage ready.

suspension uprights dry fitted

The Reiger strut assembly gets first fitting

Initial geometry checks

Finished dry build…

From here it is onto the little details that most people will never see but are no less important.

Another couple of hundred hours are spent completely building the car with everything from the wiring loom to the underbody protection, wiper linkage to the fuel pumps. In fact, if you filled the car with fluids, you could go for a test drive.

All lines for fuel, oil, and coolant are test fitted

interior gets a full test fit out

The engine ECU position

The unique boot clip.

Porsche Riviera Blue

The strip down for paint…

Happy with the fit and finish, the next step is to strip everything down to a bare shell…and leave a lot of boxes for parts sitting alongside it!

In this instance, this shell was packed up and sent to Brian Crawford Car Body Repairs, just outside Hillsborough.

Brian, ably assisted by Andy Patterson, spent another 200 hours rubbing down the shell and preparing every little corner, giving no thought to the state of their fingertips!

After the entire shell had been undercoated and re-prepared, the top coat was applied in sections to avoid overspray contaminating the drying paint.

First the underside was painted which would receive the same quality attention as the exterior, followed by the inside floor. With this safely masked off, the remainder of the interior and roll cage were sprayed.

The exterior was next and after yet more masking, the engine bay and boot.

The entire shell was then lacquered and finally polished.

For those interested, the colour is Porsche Riviera blue and was the subject of great deliberation. Look at the pictures and I think you will agree the choice was justified.

The final build begins…

N

ow the return journey was made to FC Motorsport and the next time the car would leave the shed would be under its own power. This is the most arguably the most satisfying part of the entire build where all the hard work pays off, although the pressure is usually ramped up as the deadlines fast approach.

At this stage, all of the component parts have been painted or powder coated and fit perfectly. The boxes are unpacked and the final build can start.

Seats, safety gear, finish panels, etc are all fitted for the final time. Although this isn’t just a matter of throwing parts at the shell, a talented builder is still required and Frank and Shane are two of the best.

gearchange upright with associated wiring.

The Millington Diamond engine takes pride of place

All lines are now ‘run’ for the final time - don’t scratch the paint!

All the threads are cleaned of paint, some bolts use locktight and some are wired. A selection of different greases is needed for different areas. Like the rest of the build, it is the little details that make the difference.

The image above illustrate the following examples.

The engine ECU is housed within an insulated box which itself is mounted inside the heater bubble. This makes use of some previously unused space, keeps the ECU clear of heat, dust, moisture and vibrations yet it can still be easily accessed if need be.

This little clip holds the boot open replacing the standard springs, simple, lightweight and effective.

Interior loom fitting takes shape.

FEV plumbed in fire system installed.

The power steering column and loom fitted

MAY 2013 pacenotes PAGE 49

ESSENTIAL GUIDE

How to Build an Escort Rally Car...

Final checks just before engine startup

The finished car...

ready to go testing....

Fire It Up! W

ith the car completed, checked and filled with fluids, it is time fire it up for the first time. This isn’t just a case of pressing the starter button. The fluids must be preheated and the oil pump primed to ensure that everything is safe and the engine won’t be damaged. The engine is started and brought up to temperature while the fuel and oil systems are carefully checked for leaks.

Then it is time to enjoy a low speed test drive to check the operation of the suspension, steering and brakes. With this completed, the car is returned and given a thorough spanner check.

After all of the systems checks and with everyone happy that the car is safe and ready, the final part of the build can start: optimising the performance.

Conclusion

I don’t think any of us involved in the build are going to claim that this is a definitive guide to building a rally car. As we said at the start, we would need a small book to be able to do that!

But hopefully it has given you a flavour of what’s involved and may even give you the confidence to try it yourself. Remember, whatever you build, enjoy it... there is no better satisfaction that driving your own ‘built by me’ rally car.

Never forget that there are dozens of specialists companies that want to hear from you, they want to help you, they can supply the parts, help and expertise required...

Just think…you could end up with a car as beautiful as this Mark 2 Escort!

P

PAGE 50 pacenotes MAY 2013

Fine tuning & testing

Although this engine was supplied with a premapped ECU, the car was sent off to Steven Gault of Dynotune in Ballymoney for some fine tuning. As every engine and installation will be slightly different, this allows the map to be optimised for the car’s particular setup and ensure the engine is reaching its full potential.

With the engine now on full song, the last piece of the puzzle is to carry out some testing to determine the suspension setup. As well as providing a car which will generate grip in a range of conditions, it is also important to tune the handling to suit the driver.

In this instance, a couple of days were

More graphics please...

Final adjustment of the suspension...

spent adjusting geometry, roll control and damping settings in different conditions. Derek McGeehan was on hand to give some insight and take on some driving duties. Set-up will of course be an ongoing development but these tests provided a solid grounding.

So that’s it! After the initial test, all that is left to do are a few more checks, a good polish and some graphics. For this Escort, Mtec Graphics worked their magic on the car.

Then the car is ready, and this Escort was first seen in action at a waterlogged Bishopscourt Stages followed by a ‘00’ run in Ballina the next day without incident. Fintan McGrady, the car’s owner, is really happy with the result and is looking forward to his first proper run in anger in Killarney next month.

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MAY 2013 pacenotes PAGE 51

052 // rEADErS’ CArS // fintAn mCgrADy’S forD ESCort mk2

in my gArAgE

WorDS :: JonAtHAn mACDonALD // imAgES :: JoHn o’ nEiLL

Out of the Blue From an early age, Fintan McGrady has enjoyed an interest in cars. His uncle owned a garage in Downpatrick and he was only too happy to show a young Fintan the ropes in the mechanical world. Soon that interest in cars developed into an interest in rallying as well as a burning desire to compete in top line Mark 2 Escorts!

pacenotes may 2013

“My uncle taught me a lot in the

garage and then I started rallying in the mid to late ‘70s,” Fintan explained. “At first I did a lot of events in the Northern Ireland navigation series. One thing led to another and then I built my first Pinto Escort in 1983.”

On his first stage rally, Fintan took his modest Escort to 30th overall at the Wexford Stages.

That marked the beginning of a long list of successes in this particular car, which he admits was “underpowered, but reliable”.

“We ended up doing 62 rallies in that car and finished 61 of them.

We even finished sixth and seventh overall in the Circuit of Ireland on two consecutive years during the mid-80s.”

Fintan went on to win the two-litre class in the 1985 Dunlop Irish Tarmac Championship. It was after that he decided to sell the car and dabble in a range of other machinery, which included a G3 Escort, a number of Cosworths and even an ex-Carlos Sainz Celica.

“I built a Vauxhall engined G3 and went on to finish second and third in class on consecutive years in the Irish Tarmac

Championship,” he revealed. “We also had another top 10 finish in the Circuit of Ireland Rally.”

Fintan sold his G3 during the mid-90s before purchasing another Mark 2, although he didn’t hold on to that car for too long. He moved on to Group N and Group

but finding the time to go rallying while keeping his business under control was becoming increasingly difficult.

“I have never left rallying but there have been times when I’ve had long breaks from competing,” Fintan admitted. “I’ve only been

I’ve only been able to fit it in with great difficulty.

If I was competing in Cork, for example, I would have got someone else to take the car to the rally for me to allow me to stay at work. Then I would have left home at dinnertime on the Friday, gone down for the rally, and arrive back for work on the Monday...

A Escort Cosworths, and used an ex-Gary White Cosworth to win the New Year Stages Rally.

At the same time, he was working hard at building his Downpatrick based insurance business. Fintan had been employed by the local bank until 1990 when he decided to make the leap into the insurance world,

able to fit it in with great difficulty.

If I was competing in Cork, for example, I would have got someone else to take the car to the rally for me to allow me to stay at work. Then I would have left home at dinnertime on the Friday, gone down for the rally, and arrive back for work on the Monday.”

It was in 2007 that Fintan

started to go rallying on a regular basis again, this time with a Camillus Bradley built Mark 2 Escort.

“I couldn’t get over the difference in pace of the Mark 2 Escort compared to my old car,” Fintan explained. “And this white car turned out to be a very successful car once we got on to it.”

Fintan went on to finish second in the Ulster National Rally in 2010, third in 2011 and seventh in 2012. He also won the two-litre 16 valve class in the Northern Ireland Championship, becoming the proud winner of an N.I. title as well as and Irish title, albeit 15 years apart!

But Fintan’s Mark 2 Escort marriage doesn’t stop there, and that brings us on to his latest mount which adorns these pages.

This beauty is a completely new build to Fintan’s specification, and it all started from a road car that had been imported from somewhere in the Netherlands.

“I had gathered up a lot of bits and pieces in the loft over the years,” Fintan explained, “and then I came across this car which started life as a left-hand-drive 1300L. A guy from Cushendun had

MAY 2013 pacenotes

054 // READERS’ CARS // FINTAN MCGRADY’S FOR ESCORT MK2

IN MY GARAGE

WORDS :: JONATHAN MACDONALD // IMAGES :: JOHN O’ NEILL

I used the car at the Mayo Stages where we did sweeper and it was very impressive. We are still sorting some teething problems but the suspension is fantastic and the engine, which is a 2.5 Millington, is very responsive.

imported it so I decided to buy it and drove it home.”

“One weekend, I decided it was time to put those spare bits and the car to good use, and decided to give the car to Mr. Wishart!”

Stephen Wishart, who specialises in fabrication and shell preparation, prepped the shell before sending it to Brian Crawford for painting. Then Frank Conville completed the dry build and after almost two years since work first started, the result is this stunning Mark 2 Escort.

“I used the car at the Mayo Stages where we did sweeper and it was very impressive,” Fintan said.

“We are still sorting some teething

pacenotes MAY 2013

problems but the suspension is fantastic and the engine, which is a 2.5 Millington, is very responsive.”

“The car uses Reiger three-way suspension all around, with toe-in on back axle to help stabilise the car. It has Rix WRC type front suspension and we’re one of the few that have gone for a five-speed Tractive sequential rather than a six-speed, to try to take the viciousness out of the engine.”

Fintan had a huge smile on his face at the end of his Mayo test session, and now plans are afoot to take the car into some serious competition.

“Having done ‘00’ in Mayo, where we were able to set up the

brake bias and suspension, we’re now at a stage where we can go rallying. So at the end of April we’re going to Killarney. After that, we’re definitely doing the Sperrins, Mourne and Ulster rallies. I’m going to spend the rest of year getting up to speed with the car and getting to know it.”

“With a car like this, I’d like to go further afield. It’s OK doing home events but it’s not fair on the other guys when you’re coming with a sledgehammer to crack a nut. So I’d like to do more southern events and although I’d like to go to Europe, I just don’t have the time.”

“Of course, none of this would

McGrady I is authoris

BUILD SPECIFICATIONS ENGINE See below...

TRANSMISSION Tractive 5 speed Sequential gearbox with flat shift Gripper rear differential SUSPENSION Front: McPherson struts with RIX engineering alloy hubs and arms Rear: 6 linked fully floating Atlas axle with coilovers Rieger 3 way adjustable dampers all round BRAKES AP Discs and 4-pot callipers all round Hydraulic handbrake FABRICATION & BUILD Escort Mark 2 to Wishart Motorsport Fabrication modern group 4 specification Integral lightweight roll cage FC Motorsport - Final build.

PAINTWORK Brian Crawford Bodyshop WHEELS Minilite Wheels 8 x 15 front // 9 x 15 rear LUBRICANTS Millers Oils - Engine & Transmission CARBON TRIM Magee Motorsport products

have been possible without people,” he added. “I’ve already mentioned Frank Conville, Stephen Wishart and Brian Crawford, but there are others involved as well. Shane Brunton burnt the midnight oil while working on the car, and then you have my navigator Mark Hanna, as well as Ronnie Knox who always drives the service van.

I can’t do without any of them.”

Fintan has already enjoyed much success with his rallying exploits over the years. Now, with this new mount under his control, who could bet against him from securing yet more rally success?

If the car goes as well as it looks (and trust us, it does!) it will only

be a matter of time before the Downpatrick driver claims some more shiny trophies to place alongside his gleaming new rally car…

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pacenotes may 2013

FC Auto Repairs Strawmore Road Draperstown Co. Derry, BT45 7JE

RALLYING IN AMERICA // REPORT // 057

RALLY AMERICA SERIES

WORDS :: XAVIER MCCARTAN // PICTURES :: ROSTISLAV SVOBODA

Reigning North American and Canadian champions, Antoine L’Estage (of St-Jean-sur-Richelieu, Quebec) and his co-driver Nathalie Richard (of Halifax, Nova Scotia) will contest the remaining events of the Rally America series at the wheel of a WRC Mitsubishi Lancer.

Antoine L’Estage Upgrades to

Lancer WRC

In this, the premier American rally championship, it will be the first time a Canadian will compete in a modern day World Rally Car that has already contested the World Rally Championship. It is also the first time the British MML Sports team will bring their WRC car to compete in North America.

After having contested the first two rounds of the 2013 season, including a victory at Michigan’s SnoDrift Rally in their Mitsubishi Evo X, Antoine L’Estage and Nathalie Richard will finish off the remaining five Rally America rounds with the WRC Lancer.

“This is big news! To take part in rallies at the wheel of a car that has been in the World Rally

Championship is fantastic and I am really looking forward to more great battles with Ken Block and David Higgins,” explains Antoine.

He added, “Our hard work has come to fruition in the form of an agreement with MML Sports of the UK, with whom we already tested the car last November in the Czech Republic. All of our sponsors play a big role in this as well and we are thrilled to have our partners on board”.

The first event the L’Estage/ Richard duo will take part in with the WRC Mitsubishi Lancer will be on the first weekend of May at the Oregon Trail Rally, round 3 of the series. An important test session will precede the rally,

Oregon Trail Rally After two wintery Rally America National Championship rounds 70 national and regional rally teams – the largest entry list this year – are ready for warmer temperatures and the fast sweeping stage roads of the Oregon Trail Rally, the third round of the Championship on May 3-5th in Portland, Oregon.

The third race on the Rally America National Championship schedule, Oregon Trail is the only 3-day rally event in the Championship that takes place through the Mt. Hood farmlands outside the city.

With fast stretches combined with twisting foothill runs this rally is always packed with excitement.

This rally offers fans the best rally viewing opportunities due to its accessibility and wide-open unobstructed areas.

Australia’s WRC Academy drivers Brendan Reeves and Rhianon Smyth will add to their already impressive international rally resume when they compete in the Oregon Trail Rally.

The event will also see the debut of five time North American champion Antoine L’Estage and

enabling Antoine to familiarize himself with the car. “Up until now I have only done a few kilometers with this car, without really pushing it to its maximum capabilities. We’re in the hunt for this year’s title so it is essential to get more comfortable with the vehicle before the start of Oregon Trail.” Antoine with Nathalie, sits in second place on the championship leaderboard. The

team will also continue the fight to make 2013 its sixth Canadian Rally Championship title, which will be contested in the Rockstar Energy Drink Lancer Evo X as originally planned at the beginning of the season.

For more information on the team and the rallies they are involved in visit www.antoinelestage.com.

P

Nathalie Ricard in the Mitsubishi Lancer WRC, having won the opening round.

Defending Rally America Champions, Subaru Rally Team USA’s David Higgins and Craig Drew, are back in familiar territory leading the National standings following their second round Rally in the 100 Acre Wood win last February. The Oregon Trail Rally comes at a good time for Higgins and Drew who have won Oregon by at least three minutes the last few years giving them a psychological edge over their opponents.

Notably an all-out-attack is expected from Gymkhana viral video star and Hoonigan Racing’s Ken Block as he seeks to re-

establish his Rally America title hopes. Block is a constant pressure to the other top contenders with his long time co-driver, Alex Gelsomino, but the team experienced mechanical failures at the first events of the season that knocked them backwards in the standings. A good Oregon Trail Rally result will ensure that Block reinserts his name at the top.

Top 5 Starters 1 Ken Block / Alessandro Gelsomino 2012 Ford Fiesta H.F.H.V 2 David Higgins / Craig Drew 2013 Subaru WRX STI 3 Antoine L’Estage / Nathalie Richard 2011 Mitsubishi Lancer WRC 4 Lauchlin O’Sullivan / Scott Putnam 2008 Subaru WRX-STI 5 Adam Yeoman / Jordan Schulze 2007 Subaru WRX STI

MAY 2013 pacenotes

058 // REPORT // clubman Rallying

midland mOTO sTagEs Rally WORds :: PaTRick bRidEs // PicTuREs :: sEamus cOunihan

Maidenæ Victoryæ foræ Armstrongæ inæ theæ Midlands 2nd: rodney wilton & c. mcmahon

3rd: pat donegan & alan keena

winners: chris armstrong & tommy clinton

This years Abbey Hotel and Casey’s Topaz Midland Moto Stages Rally saw a new name etched onto the winners trophy. Christopher Armstrong from Virginia, Co. Cavan only 23-year-old, in his Mark 2 Escort, navigated by Tom Clinton claimed his first overall win to date.

Going into the last stage he

was matched on time by fellow Escort driver, Rodney Wilton, but Armostrong pulled out a three second win.

Due to poor weather conditions, number two seed, Garry Jennings, was unable to travel to the event and the extraordinary events early in the first stage saw Daniel McKenna, in his Scanbits Mark 2 Escort retired with mechanical failure.

After stage three Wilton was leading with Armstrong in second.

Maurice Moffett, navigated by Midland Motor Club member Patrick Brides slotted into third.

c2: philip mcdonald & s. curran Project2:Layout 1

27/11/12

15:43

After the second loop of stages, Armstrong had narrowed Wilton’s lead to six seconds. He said,“I don’t think I will be able to take six seconds from Wilton, but I will try my best.” Indeed he did try his best and over the last three stages he gained nine seconds on Wilton taking first place position and leaving Winton in second.

Armstrong was elated with the result. He said, “I can’t believe this, I truly can’t believe this. When I was younger I would stand on the hedge and watch the likes of Rodney and Maurice and to think that I have finished in front of them in a rally is incredible. I

would like to thank the Midland Motor Club for everything that they have done and I will definitely be back next year to try and do the double.”

In the third and fourth place battle, Pat Donegan and Alan Keena leap frogged the Moffett and Brides crew in their Toyota Starlet to take third position. Moffett’s navigator, Patrick commented “We tried our very best today but I have to hand it to Christopher Armstrong for a fantastic result today. This time last year was his first time driving a rear-wheel -drive rally car and now he has won his first event overall. This is a

c4: james laverty & francis regan

c6: maurice greney & keith mchugh

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fantastic achievement.”

Event local interests included Gavin Gallagher and Fintan Monaghan from Carrick-onShannon in their Mitsubishi E8 finishing 13th place overall and first in class 15. James Cassidy and Karen Kelly finished second in class 12. It was a brilliant result for Alan and David Gibbons in their class 9 Honda Civic finishing 18th overall and first in class nine, winning the class by almost two minutes. Cormac Phelan and Gordan Duggan winning class 11F in their Honda Civic. Four-MileHouse man Tommie Rafferty and Finnian O’Connor finished third

c8: paddy mcveigh & s. o’hanlon

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RESULTS 1 2 3

C9: ALAN GIBBONS & DAVID GIBBONS

in class 12. Anthony Dolan and Fintan Kilroe finished third in class 11R with their Toyoto Corolla.

New York based Longford man, Paul Rowley, and brother Gerry travelling all the way from the USA finished third in class 6 in their Honda Civic. Brian Halligan and Damien Horan finished third in class 11F. Castlerea man, Liam Flemming and Stephen Roche finished first in class 10. Barry

C11R: DAVID MOFFETT & FINTAN SHERRY

C10: LIAM FLEMING & STEPHEN ROCHE

and Sean Brady finished second in the junior rally in their Honda Civic. David Donoghue and James Comer claimed third in class two.

There was many Midland Motor Club members competing. Other finishers were Mike McCormac and John Fallon, Colin Duff y and Sam Johnston, Peter Killeen and Cillian Lenehan, Joseph Lenehan and Niall Raftery, Enda McLoughlin and Michael Reilly,

C12: ARTHUR CAIRNS & MAC CAIRNS

4

C11F: CORMAC PHELAN & G. DUGGAN

5

Nigel McCloughrey and Alvin Alcorn.

The clerk of the course, Sean Cahill said, “It has been a great success this year and it was great to see all the spectators out despite the cold temperatures. We would like to thank all our sponsors, marshals, timekeepers and residents on the route. Without these people, it would not have been possible to run the event.” P

C18: NIALL KEANE & MICHAEL GARAHY

6 7 8 9 10 11 12 13

Armstrong, Chris / Clinton, Tommy Ford Escort ................... 1:05:35 Wilton, Rodney / McMahon, Conor Ford Escort ................... 1:05:38 Donegan, Pat - Keena, Alan Ford Escort MK2 ........... 1:06:35 Moffett, Maurice / Brides, Patrick Toyota Starlet ................ 1:06:50 McVeigh, Paddy / O’Hanlon, Stephen Subaru Impreza S10 ..... 1:07:02 Laverty, James / Regan, Francis Subaru Impreza............. 1:07:14 Moffett, David / Sherry, Fintan Toyota Starlet ................ 1:08:50 Kelly, Pat / Kelly, Jonathan Subaru Impreza............. 1:09:09 Dervan, Eamon / McNamara, Brian Ford Escort MK2 ........... 1:09:10 Kearns, Arthur / Kearns, Mac Ford Escort ................... 1:09:28 Maguire, Jack / Hayes, Andy Ford Escort MK2 ........... 1:09:54 Donnelly, Martin / Doherty, Brian Mitsubishi Evo IX .......... 1:11:01 Gallagher, Gavin / Monaghan, Fintan Mitsubishi Evo VII ......... 1:11:02

C16: DARREN O’BRIEN & J. ROONEY

Chris Armstrong & Tom Clinton

1st Winners of the Midlands Stages Rally 2013

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MAY 2013 pacenotes

060 // REPORT // VALVOLINE IRISH NATIONAL FOREST CHAMPIONSHIP

PLASTICBAGS.IE WILLIE LOUGHMAN FORESTRY RALLY WORDS: JONATHAN MACDONALD // IMAGES :: LORCAN BARRON, GAVIN WOODS & CATHERINE GROVES

Murphy’s Moment

RESULTS 1 2 3 4 5 6

The PlasticBags.ie Willie Loughman Forestry Rally hosted round three of the Valvoline Irish Forestry Championship and a thrilling battle was in store for the hundreds of spectators that lined the ditches…

7 8 9 10 11 12 13 14 15 16 17 18

Murphy, Owen - O’Brien, James Mitsubishi Evo IX ............. 55:42 Morrow, Phillip - Hart, Jonny Mitsubishi Lancer Evo ...... 55:48 O’Brien, Michael - Shinnors, Greg Ford Focus RS WRC ........ 57:30 O’Brien, Daniel - Brady, Martin Ford Focus RS WRC ........ 57:31 McAree, Vincent - McAree, J.P Mitsubishi Evo IX ............. 58:02 Moffett, Sam - O’Reilly, James Mitsubishi Evo IX ............. 58:17 Barrett, Kevin - Mullally, Sean Subaru S11 WRC ............. 59:15 Lucey, Gerard - Lucey, James Mitsubishi Evo VIII ........... 59:19 Williams, Sara - Roberts, Dai Subaru STi N12B.............. 59:56 McGirr, Shane - Elliott, Jackie Toyota Starlet RWD ....... 1:00:23 Henry, Desi - Clarke, Phil Citroen DS3 R3T ........... 1:01:19 Reid, John - Shields, Enda Toyota Corolla WRC ...... 1:01:37 Barrett, Paul - Tumilty, Declan Mitsubishi Evo VI .......... 1:02:08 O’Connell, Seamus - Magee, Sean Ford Escort ................... 1:02:20 Chadwick, Ian - Quinn, Stephen Subaru Impreza............. 1:02:47 Coleman, James - Brennan, Liam Ford Escort ................... 1:03:25 Ceen, Richard - Ceen, Sarah Ford Focus RS WRC ..... 1:03:33 McQuaid, Hugh - Gerety, Enda Ford Escort MK2 ........... 1:04:00

WINNERS: OWEN MURPHY & JAMES O’BRIEN

A stunning entry was received for the event, but after Mick O’Brien hit trouble during the early miles, it transpired to be a battle between two crews, with Owen Murphy and Phillip Morrow going into the final stage of the event on even terms.

At the start of the rally Mick O’Brien and Greg Shinnors were among the front-runners in their Ford Focus WRC. They set equal fastest time on the event opener with Owen Murphy to move into an early joint lead, but unfortunately for O’Brien, his rally was set to take a turn for the worse.

Differential troubles resulted in the crew dropping to eighth overall after stage two and by the time they reached the end of the third test they were almost one minute behind the rally leaders.

While O’Brien’s challenge had faded, Liam Regan was also in

2ND: PHILLIP MORROW & JONNY HART pacenotes MAY 2013

trouble with his Peugeot 206. The oil light switched on at the end of the opening stage and not wanting to take any chances, he decided to withdraw from the event. Martin Cairns later joined him at the sidelines with a broken driveshaft in his Impreza WRC. Back at the top, Owen Murphy and James O’Brien were very much in the hunt with their class 20 Mitsubishi Lancer. They briefly played second fiddle to Phillip Morrow and Jonny Hart after stage two but Murphy transformed a five second deficit into a six second lead after stage three.

Morrow’s bid for another rally win in his Group N Lancer was being thwarted by some clutch troubles, but he was still holding in there and putting up a good fight to Murphy. He held second overall, eight seconds ahead of Josh Moffett and Jason McKenna, with Dan O’Brien and Martin Brady the

first of the WRC crews in fourth.

Murphy set the pace again on stage four, extending his lead to 11 seconds. But Morrow kept the pressure on through stage five and reduced the deficit to just five seconds. He continued his charge, taking another three seconds out of his rival through stage six.

Murphy tried to stem Morrow’s challenge with a scintillating drive through stage seven, extending his lead to eight seconds. But an equally stunning time by Morrow on the penultimate test left the two crews on equal terms going into the final stage!

In a thrilling finale to the event, both crews pulled out all of the stops through those final miles.

In the end, only one could win, and on this occasion the spoils were claimed by Owen Murphy and James O’Brien. They secured fastest time to seal the rally win by six seconds from series leaders,

3RD: MICHAEL O’BRIEN & GREG SHINNORS

Phillip Morrow and Jonny Hart.

Mick O’Brien and Greg Shinnors put in a superb recovery drive to finish third while Dan O’Brien and Martin Brady were next in line with their Ford Focus WRC. Vincent and J.P. McAree secured fifth ahead of Sam Moffett and James O’Reilly who completed the top six.

In the two-wheel-drive category, Shane McGirr and Jackie Elliott powered their Starlet into tenth overall and to the top of the 2WD field. They kept the Citroen DS3 R3 belonging to Desi Henry and Phil Clarke at bay, while Seamus O’Connell and Sean McGee claimed third in the twowheel-drive field.

The championship returns to action on June 16 for the Tipperary Sean Conlon Forestry Rally.

Pacenotes will be there to capture all of the action once again!

P

cl1: ruari maguire & grace o’brien

Class 1

Raymond Mason and Peter Martin were equal fastest on stage one with Gareth Mimnagh and Aine McGuigan, but then Mason’s challenge faded when his RallyHire Micra landed in a ditch for nine minutes during the second test.

Mimnagh also dropped a little bit of time, leaving Emmet Cronin and Mossy O’Connell heading class one by seven seconds from Ruiari Maguire and Grace O’Brien.

It was all change again after stage three as Cronin was hit with a one minute road penalty, dropping him to third. Suddenly, Maguire found himself with a 52 second lead over Mimnagh.

The Corsa powered Maguire and O’Brien were destined to stay in front and they went on to secure the class one spoils by more than one minute from Gareth Mimnagh and Aine McGuigan, with Emmet Cronin and Mossy O’Connell third.

Raymond Mason picked up fourth despite a combination of “running out of talent” and “brain fade” on stage two, while Pierce Doheny and Tommy Hayes completed the class one finishers.

cl2: mike garahy & sean henehan

were the best of the class five field during the early stages of the event. They powered their Escort into a 15 second category lead after stage one and briskly extended that advantage to almost two minutes over the chasing Dominic Leonard and James Dunphy after five stages.

Then Millar’s luck changed for the worse and he was forced into retirement. That allowed Leonard to take the advantage, 17 seconds ahead of Andrew Mulholland and James Coulter. Despite Mulholland’s best efforts, Leonard stayed in front until the finish, securing the class three trophy by 14 seconds from Mulholland. Allen

cl3: dominic leonard & james dunphy

cl4: hugh mcquaid & enda gerety

event.

That left Hugh McQuaid tussling for the top spot with Sean Benskin. McQuaid and navigator Enda Gerety were consistently fastest from the outset in their Mark 2, and by the event finish, they had amassed a lead of almost six minutes. With victory in hand, Sean Benskin and Joe Fitzgibbon had to settle for second.

continued to push hard, managing to cross the finish line of stage eight backwards! With 55 seconds separating the two crews going into the final stage, there was little Henry could do about the crew in front. Shane McGirr and Jackie Elliott went on to secure the class spoils as well as top two-wheeldrive honours, with Henry and Clarke second ahead of James Coleman and Liam Brennan.

Class 5

Michael Conlon and Ciaran McPhillips briefly held the class five lead after stage one but then it was Shane McGirr and Jackie Elliott who powered their Toyota

cl5: shane mcgirr & jackie elliott

cl6: ben gormley & corey eves

cl7: dan o’brien & martin brady

cl8: vincent mcaree & jp mcaree

Class 2

Paschal O’Shea and Robbie Hennessy were quickest out of the blocks in class two, taking their Escort into a two second lead from Mike Garahy and Sean Henehan after stage one. O’Shea continued to set the pace and after four stages, he had extended his lead to 13 seconds, but trouble was around the corner.

Drama loomed for the category leader on stage five, with O’Shea losing more than five minutes during the stage. That dropped him to third, allowing Garahy into a comfortable class two lead from Michael Nevin and David Forde.

Garahy stayed in front until the finish, securing the win by almost two minutes from Nevin, with early leader O’Shea securing third.

Class 3

Ian Millar and Ronan O’Neill

Treacy and Brian O’Keeffe finished third.

Class 4

Four crews entered the event in class four, but only two were destined to reach the finish. Hugh McQuaid and Enda Gerety were fastest from the outset from second placed Sean Benskin and Joe Fitzgibbon.

Meanwhile there were two Ray Benskins battling for third, with Ray Benskin and Peadar Walsh tussling with another Ray Benskin and Nicky Hegarty. Unfortunately for these two crews retirement beckoned midway through the

Starlet to the fore. While Conlon later retired after pulling a wheel off, McGirr was left with a 20 second lead over the Citroen DS3 R3 belonging to Desi Henry and Phil Clarke.

Henry had started his event on the wrong foot when anti-lag failure slowed his progress through the opening stage. Then a puncture near the end of stage five did little for his confidence, but he put in a huge charge through the sixth stage to cut the deficit to McGirr to just six seconds.

McGirr was back on song through stage seven to extend his lead to 14 seconds, but Henry

Class 6

Four crews entered the event in class six, but only one would reach the finish. Sarah Moynihan and Claire Gamble were quickest from the outset in their Mitsubishi, going 18 seconds quicker than Ben Gormley and Corey Eves on stage one. Moynihan continued to lead through to the end of stage five before being forced out during the latter half of the rally.

Second placed Stephen McCann and Breen McNamee were also forced out, allowing Gemma Kerly and Lynn Martin into the lead ahead of Ben Gormley and Corey Eves. Gormley was more than four minutes adrift after hitting earlier trouble but all was to come good in the end for the Impreza pilot. Kerley was also forced into retirement, leaving Gormley as the sole class six survivor.

Class 7

Mick O’Brien and Greg Shinnors sacrificed their class position as a result of finishing inside the top three overall. Instead, Dan O’Brien and Martin Brady sealed the class seven win in their Ford Focus WRC. They finished almost two minutes ahead of Kevin Barrett and Sean Mullally in their Impreza WRC, with John Reid and Enda Shiels taking their Corolla WRC to third ahead of the Focus WRC belonging to Richard and Sarah Ceen.

Class 8

Phillip Morrow and Jonny Harte sacrificed their class position as a result of finishing inside the top three overall. That allowed Vincent

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062 // REPORT // VALVOLINE IRISH NATIONAL FOREST CHAMPIONSHIP

PLASTICBAGS.IE WILLIE LOUGHMAN FORESTRY RALLY WORDS: JONATHAN MACDONALD// IMAGES :: LORCAN BARRON, GAVIN WOODS & CATHERINE GROVES

CL9: DEAN RAFTERY & AILEEN KELLY

and J.P. McAree to secure the class eight win by just 15 seconds from Sam Moffett and James O’Reilly.

Gerard and James Lucey were next in line with their Mitsubishi Lancer E8, while Welsh visitors Sara Williams and Dai Roberts achieved their top 10 finishing position target, taking fourth in class in the process.

Class 9

Dean Raftery added another trophy to his already bulging cabinet with victory in class nine.

Navigated by Aileen Kelly, Raftery powered his Honda Civic to the top of the leaderboard, finishing the event one minute ahead of the Citroen C2R2 Max belonging to

C18: SEAMUS O’CONNELL & SEAN MCGEE

Kevin Eves and Chris Melly.

It was Eves who took the early advantage after setting the pace by nine seconds on stage one. Then Raftery managed to turn the tables after stage three and moved into a 16 second lead. Eves fought back when Raftery lost time with a puncture on stage four, leaving the gap at three seconds. But Raftery was quickly back on form and set about extending his category lead.

With his puncture dramas behind him, Raftery went on to set the pace on each of the remaining stages. In the end, his class nine winning margin was one minute over Kevin Eves and Chris Melly, with Kevin O’Connor and Ger Conway third.

Class 18

CL20: PAUL BARRETT & DECLAN TUMILTY

Seamus O’Connell and Sean McGee ( Ford Escort Mk2) claimed a start-to-finish victory in class 18 aboard their Escort.

Thomas O’Connell and Brian Duggan briefly held second position, but were forced into retirement with engine problems after stage one. That left the leaders tussling with Frank Cunningham and Aaron Forde, but they were already 54 seconds adrift after two stages.

O’Connell set the pace throughout the day and by the end of stage seven, he held a four minute cushion over the chasing Cunningham. Unfortunately for

Cunningham, he retired before the event finish, leaving O’Connell and navigator McGee as the sole class survivors.

Class 20

Owen Murphy and James O’Brien sacrificed their class position as a result of finishing inside the top three overall. That allowed Paul Barrett and Declan Tumilty to pick up the class trophy in their Triton Showers Mitsubishi E6. The pair powered to a clear victory of 39 second over Ian Chadwick and Stephen Quinn. Enda O’Brien and John Butler also went home with trophies as they clinched third place.

OWENæ MURPHY & JAMES OʼBRIEN

wishæ toæ thankæ Hankookæ foræ theiræ continuedæ support

pacenotes MAY 2013

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MAY 2013 pacenotes

064 // REPORT // RALLYCROSS

RALLYCROSS ACTION WORDS & IMAGES :: XAVIER MCCARTAN

Foust takes first at Lydden opener Wildcard entrant Tanner Foust took an emphatic win in the Monster Energy Rallycross of Great Britain at Lydden Hill. He drove to victory with a faultless performance in the final.

TIM HANSEN

SUPERCAR FINAL: TANNER FOUST

The first round of the 2013

FIA European Rallycross Championship presented by Monster Energy, was not all plain sailing for the American TV star (Tanner Foust), who suffered a puncture in the first heat, putting him on the back foot. A series of fast heat times followed, placing him third at the intermediate classification. An impressive lightsto-flag victory in the first semifinal put him on the front row for the final, where he repeated the feat to claim the event win.

“It shows you should never give up.” He said. “It is great to win here

TOURING CAR: DEREK TOHILL

and I hope to come back to the championship another three times this season, hopefully we can win some more.”

Second over the line was supercar newcomer Jussi-Petteri Leppihalme who put in an amazing performance, third in the first semi-final, Leppihalme lined up on the back row of the grid for the final. Taking his joker on the first lap he picked up places as those ahead took their own joker laps.

Reigning champion Timur Timerzyanov won the second semi-final to join Foust on the pacenotes MAY 2013

HENNING SOLBERG

front row for the final. When Foust took to the main circuit at the first corner, Timerzyanov went for the joker lap and lead the chasing pack. Hitting a kerb on the third lap did nothing for his progress however. A front right puncture ended his chances.

Timmy Hansen was the star of the heats, coming out on top at the intermediate classification, with three fastest heat times. Second in the first semi-final was followed by minor drive-line problems in the final. It slowed his pace just enough to rule him out of the fight for victory.

RALLYCROSS FROM ABOVE!

British champion Julian Godfrey came from the back row of the grid in the second semi-final, to again make the back row for the final. A great drive saw the English driver score a best ever result with fifth on the road, which would soon turn into fourth when original third place finisher Davy Jeanney was re-classified sixth and last in the final. His car went under post event technical checks and his car was found to infringe the rules.

Petter Solberg didn’t have a brilliant time on his return to rallycross. Clutch problems in

heat one caused him to miss the start and couldn’t be resolved before heat two. Despite that, the Norwegian won his race to set second fastest time. More problems in heat three were followed by another race win in heat four. That placed him on the back row of the first semi-final.

His race wouldn’t last long. Power steering issues putt him out of the running.

The super 1600 category was won by Ulrik Linnemann, who came back from having a big crash in heat two to take the final win with relative ease. He took his joker lap early and picking off his rivals as they too took the joker lap. Second was claimed by Russian driver Vadim Makarov, ahead of the Citroen C2 of Eric Faren.

Touring cars also had a comeback king, Derek Tohill from Dublin. He suffered clutch and throttle problems, that slowed his progress in the first two heats. The Irish driver would later go on to lead both the semi-final and final from lights to flag. Robin Larsson way just feet behind him the entire way. Third place was taken by Roman Castoral.

Pacenotes Says….

The introduction of IMG was heralded as a new dawn for the sport of rallycross and while no one would deny they have breathed new life into the sport for now, one does wonder how they intend to capitalise on the newly formed interest in it. Fans

at Lydden remarked on the heady days of Group B super cars and the massive crowds it produced.

Lydden worked hard to entice the spectators to the venue, which worked well, but the road ahead for the new promoters could well be a long one if super cars remain their primary interest.

P

RESULTS Supercar Final Results 1 Tanner Foust Ford Fiesta .................. 4:23.844 2 Jussi-Petteri Leppihalme Ford Focus MkII .......... 4:28.236 3 Davy Jenney Citroen C4 ................... 4:30.110 4 Timmy Hansen Citroen DS3................. 4:31.930 5 Julian Godfrey Ford Fiesta .................. 4:34.987 6 Timur Timerzyanov Citroen DS3..................+ 2 Laps Super 1600 Final Results 1 Ulrik Linneman Peugeot 207................ 4:49.119 2 Vadim Makarov Skoda Fabia RS ........... 4:50.510 3 Eric Faren Citroen C2 ................... 4:51.079 4 Timur Shigaboutdinov Renault Twingo ........... 4:54.451 5 Ildar Rakhmatullin Renault Twingo ........... 4:55.305 6 Reinis Nitiss Renault Clio................. 4:58.751 Touring Car Final Results 1 Derek Tohill Ford Fiesta .................. 4:50.814 2 Robin Larsson Skoda Fabia................. 4:52.415 3 Roman Castoral Opel Astra ................... 4.58.153 4 Koen Pauwels Ford Fiesta .................. 4:58.874 5 Torleif Lona Ford fiesta ................... 5:01.995 6 David Nordgaard Ford Focus RS ................+ 6 lap

BMW MINI: DAVID BELL

MAD MARK

SUPER 1600: RUSSELL SIMPSON

Mad Mark Happy With Win...

The British Rallycross Championship moved to the picturesque circuit of Mallory Park for the second round, following the opening event at Lydden Hill.

With an entry of over 50 cars lining up, the chances of some good action on the Leicestershire track were looking positive. The surprise of the day was the appearance of super car driver Pat Doran, but this time in a Suzuki Swift. Pat explained, “I don’t have a car to be honest, as mine has gone to Brazil for Liam to use, while Liam’s (car) is waiting on some parts. I got the offer to do it in the Swift and thought why not?”

Making a return to the championship was Steve Harris.

He was campaigning a Ford Focus super car. Ken Sumadasa brought along his Mini and there was an appearance from Jon B Hrolfsson in his Subaru Impreza.

A dry track meant practice and qualifying times were good, though rain was scheduled to appear in the afternoon.

Starting from pole in the super car final, due to two fastest times in qualifying, Julian Godfrey (Ford Fiesta) was slow off the line. He trailed Mad Mark and Kevin Procter into the first bend.

As Procter held the line into the long right-hander, Mark tucked in behind as the cars got onto the loose.

As Procter stretched his lead, Andy Grant dropped out and left it a three-way battle for second.

However at the start of lap three, Procter’s car started emitting smoke and slowed considerably, allowing the chasing pack to catch-up and by the time they got to the John Cooper corners, Mark was through into the lead and past Procter.

Harris was now into second.

Procter limped his way back. Mad

Mark was declared as the winner of round two.

Mad Mark was naturally delighted with the win. He said, “What a result, it is brilliant. There are a few who know how hard we have worked.” For Harris it was a podium finish. He said, “It was a last minute deal to come here today and it was worth it.” For newcomer

HOTHATCH: CRAIG LOMAX

MSA SUPER NATIONAL: ASHLEY SIMPSON

Hrolfsson it was a good result. He said, “We enjoyed it because British Rallycross is so competitive.”

In the RX150 buggies Marc Scott showed he is in a class of his own. Fastest in all three qualifying heats meant pole was his. The first run of the final was halted when an accident took out the RX150 buggies of Adam and Larry Sargent and Kevin Feeney at high speed.

On the re-start Scott took the lead from Don MacLeod with Richard Moore ahead of the everimproving John McGovern. This

was how they remained to the end.

Scoot had a ten second advantage over MacLeod.

At the start it was Bell who held the line along Gerards Bend.

Kris Hudson moved into second from fourth on the grid and they remained that way to the flag.

The Suzuki Swift juniors once again produced some great racing.

The series is gaining support from the likes of the MSA, Jonny Milner and Andrew Jordan. Kevin Hansen was fastest in all three heats to claim pole. Hansen got a good lead from the start as the battle raged between Bean and Ross. Although Hansen won by nearly five seconds, the gap between the others was only 0.35 of a second.

In the Suzuki Swifts, two fastest heat times put Graham Rodemark on pole. Ex-super car driver Pat Doran was on the second row with James Knight Coney for company.

When the lights went green, Rodemark held the inside line into the long first right-hander.

As he turned onto the loose, there was contact and he was tipped into a roll. The battle then raged as Doran moved up, along with Ovenden to contest the lead.

Doran came home the winner.

In the super 1600 class Russell Simpson had an easy win over Andy Gwynne.

In the hot hatch category Craig Lomax took victory.

In the super national Stuart Emery had pole, but despite a restart it was Ash Simpson who won from Paul Wakeling in the everimproving MG. Next round: Knockhill Race Circuit May 12

P

RESULTS Class = BMW Mini 1 David Bell BMW Mini ...................... 58.945 2 Kris Hudson BMW Mini ...................... 59.005 Class = RX150 1 Mark Scott Rage RX150 ............................ 53.647 2 Don MacLeod Rage RX150 ................... 56.682 Class = Super 1600 1 Russell Simpson Citroën C2 ..................... 56.625 2 Andy Gwynne Citroën Saxo ............... 1:00.513 Class = Hothatch 1 Craig Lomax Citroën Saxo ............... 1:01.122 2 John Lyne Citroën Saxo ............... 1:00.757 Class = MSA SuperNational 1 Ashley Simpson Lotus Exige .................... 57.503 2 Paul Wakeling MG ZS ......................... 1:00.079 Class = MSA Super Car 1 David Bell BMW Mini ...................... 57.538 2 Kris Hudson BMW Mini ...................... 58.521 Class = Suzuki Swift Junior 1 Kevin Hansen Suzuki Swift ................ 1:00.622 2 Charlie Bean Suzuki Swift ................ 1:01.860 Class = Suzuki Swift 1 Pat Doran Suzuki Swift ................... 59.793 2 Tristan Ovenden Suzuki Swift ................... 58.596

SUZUKI SWIFT: PAT DORAN MAY 2013 pacenotes

066 // report // CLUBMAN RALLYING

get it sidesways & lookout stages WORDS :: phil james // IMAGES :: edpphoto.com & kevin money

Darrian Dominates at Damp Down Ampney!

Class C winners Richard Baker and David Porter held onto eighth place in their Escort Mk1 despite a late challenge from the BMW 325 of Steve Harkness and Paul Sanders, who collected the class D awards. Dave Thomas and Les Skeet had been on target for a top ten finish before a last stage excursion dropped their Escort Mk2 down the order allowing Lee Kedward and Mark Newman to step into the breach with their Escort G3.

Event: Get it Sideways Stages. Organiser: Cheltenham Motor Club. Date: 13th April, 2013.

Where: Down Ampney Airfield, Nr Cirencester.

Championships: BP Motor Bodybuilders & Engineers CMSGCC. Stages: 10. Stage miles: 51.

Surface: Tarmac/Concrete. Starters: 54. Finishers: 38.

Steve and Mike O’Leary’s

Darrian T90 dominated proceedings at a damp and slippery Down Ampney Airfield, gaining the lead after SS2 and staying there for the remainder of the rally. A high rate of attrition saw almost a third of the starters fall by the wayside and it was the Peugeot 205 of Andy Corner and Ade Camp that eventually finished in second place.

Tristan Bailey and James How were third quickest in the final standings, but because their Mitsubishi Lancer WRC04 fell foul of the events two-wheel-drive regulations the third overall awards went to Graham Davies and Martin Lasper’s Darrian T9.

Bryan Whale and Dean Scudamore had been on target for that coveted podium place before breaking a cv joint on their

winners: steve & mike o’leary

Vauxhall Nova on SS8. Among those out at that point were the Escort Mk2 of Wayne Lloyd and Martyn Williams, who had been second after SS2 and the similar car of Brian and Ian Davis who had emulated that feat after SS5.

A change to full wet tyres before SS6 worked wonders for Craig and Stuart Cameron’s Nova as they upped their pace in gaining ten places, largely thanks to fastest

time on SS10, to finish fifth. Two more Vauxhalls followed with Ian Mundell and Dale Gordon’s class B winning Astra finishing sixth ahead of Nigel Jenkins and Karen Watts, who had an eventful day in their Nova. They were rewarded with the class A prizes after surviving a spin, a loss of brakes and an encounter with some pheasants that stepped out onto the stage in front of them!

Results (Top 10) 1 Steve O’Leary/Mike O’Leary (Darrian T90) 1hr11m46s; 2 Andy Corner/Ade Camp (Peugeot 205) 1hr13m10s; 3 Tristan Bailey/James How (Mitsubishi Lancer WRC04) 1hr14m32s; 4 Graham Davies/Martin Lasper (Darrian T9) 1hr14m44s; 5 Craig Cameron/Stuart Cameron (Vauxhall Nova) 1hr15m38s; 6 Ian Mundell/Dale Gordon (Vauxhall Astra) 1hr16m08s; 7 Nigel Jenkins/Karen Watts (Vauxhall Nova) 1hr16m25s; 8 Richard Baker/David Porter (Ford Escort Mk1) 1hr17m16s; 9 Steve Harkness/Paul Sanders (BMW 325) 1hr17m20s; 10 Lee Kedward/Mark Newman (Ford Escort G3) 1hr17m34s; 11 Paul Bonner/Mark Watkins (Peugeot 106 Rallye) 1hr17m41s.

Class Award Winners: A: Jenkins/Watts; B: Mundell/Gordon; C: Baker/ Porter; D: Harkness/Sanders; E: Bailey/How.

P

Subaru’s Magnificent Seven!

Event: Lookout Stages Rally. Organiser: Trackrod Motor Club. Date: 14th April, 2013. Where: Melbourne Airfield, Nr York. Championships: ANCC; ANEMMC; ANWCC. Stages: 8. Stage miles: 58. Surface: Mixed.

James Sparrow and Phil

Pickard claimed victory for a third successive year in what was a stunning performance by Subaru drivers. The top seven places were all filled by Imprezas. Never out of the top three throughout the day and using the same set of tyres they won last years event with.

They finished almost a minute clear of Gary Wayne and Andy Smith.

As if to prove the dominance of the Japanese marque both of the early leaders were Subaru mounted, but as Sparrow said, “Reliability and keeping going is the key. Our car was perfect.”

Early leaders Gary Cooper and Jon Riley retired their Impreza with mechanical problems before Alex Taylor and Cala Sharp moved their Forester into top spot, but its engine seized on SS5 leaving Sparrow in a clear lead. pacenotes may 2013

For Wayne it was his best result ever and all the more satisfying for holding off a determined charge from Michael Pickles and James Crosland who finished third.

Wayne said, “The rear differential bushes failed and the diff was banging on the floor through the last two stages, but with Michael catching us we just couldn’t afford to back off.”

Next came Andrew Apperley and Joe Lea with Chris Ford and

Neil Colman, who suffered a loss of brakes on SS1, finishing fifth.

Allister Wells and John Cope also had a first stage problem. In their case it was an excursion that cost them more than half a minute.

They then broke a suspension top in SS7, but David Longfellow’s sporting gesture in lending them a spare kept them in the rally and they finished sixth.

Kristien Esser and Christopher Tidy were contesting their fifth

event and maintained their 100% finishing record to take seventh place together with the award for finishing 1st Trackrod crew.

A pair of Escorts ended the ‘Imprezzive’ list with Class 3 winners Kevin Franks and Nige Keen claiming eighth place in their Mk5 ahead of the Mk1 version of Alex Lund and Nick Kitching.

Ben Cree and Mat Smith had a rear brake hose burst on SS4, but the Peugeot 205 survived to claim tenth place together with the Class 2 prizes. Richard Boyes and Darren Smith took class 1 honours in their Rover 25.

Results (Top 10) 1 James Sparrow/Phil Pickard (Subaru Impreza) 1hr03m20s; 2 Gary Wayne/Andy Smith (Subaru Impreza) 1hr04m15s; 3 Michael Pickles/James Crosland (Subaru Impreza) 1hr04m23s; 4 Andrew Apperley/Joe Lea (Subaru Impreza) 1hr04m53s; 5 Chris Ford/Neil Colman (Subaru Impreza) 1hr05m44s; 6 Allister Wells/John Cope (Subaru Impreza) 1hr06m39s; 7 Kristien Esser/Christopher Tidy (Subaru Impreza) 1hr07m35s; 8 Kevin Franks/ Nige Keen (Ford Escort Mk5) 1hr07m54s; 9 Alex Lund/Nick Kitching (Ford Escort Mk1) 1hr08m04s; 10 Ben Cree/Mat Smith (Peugeot 205) 1hr08m26s.

winners: james sparrow & phil pickard

Class Award Winners: 1: Richard Boyes/Darren Smith (Rover 25);2: Cree/ Smith; 3: Franks/Keen; 5: Apperley/Lea.

Clubman Corner LEROY MILLS

Favourite Rally

The Bushwhacker as it is my local. The stages are fast and I really enjoy them.

Favourite Rally Driver

It would be Colin McRae, the man was a legend and his driving style was superb. The way he moved the car around under braking and acceleration was something to see

First Memory of Motorsport

Probably would have been the 1993 Ulster International, as my Dad brought us all to see it. We headed into a field just outside the town and watched it for the evening. It was probably that event I saw McRae.

Your First Competitive Event

That was navigating for a friend, Gary Clark. He persuaded me I could do it with him in a Sunbeam.

Favorite moment in Rallying

That would have to be rallying against my twin brother and older brother at the Print Factory stages all in the same class and in different cars.

Between us all it was a very competitive day. I think I finished 2nd…….

Best Event attended

Occupation: Oil Tanker Driver Favourite Food: Chilli Con Carne Road Car: Vauxhall Astra Sport

Portugal 2012 when I went out to give my friend, Alastair Fisher some support as he was competing in the WRC academy. Seeing the WRC cars and the top WRC drivers for the first time on the gravel was unreal.

Who helped you in Motorsport

My older brother as he let me do a few events in his 1300 Nova - it was very good of him.

I have however returned the favour since..

Biggest Disappointment in Rallying The second day out in our new Corsa rally car and I rolled it very heavily at a quarry event.

Totally wrecked it. Not happy.

Best bit of advice ever given to you

Insurance for: l

Public & Employers Liability

l

Motorsport Motor Trade

l

Motorsport Personal Accident & Travel

l

Storage & Transit

l

Rally Car/Competition Vehicle

l

Track Day

Now quoting for rally On Event Damage policies

0844 892 1966

Drive as fast as you can for as long as you can

On your iPod/iPhone you listen Anything and every thing (havent got into this country music bug yet)

So you win the Euro Lottery, you go and…

Buy three S2000 Fiestas, one each for my brothers and myself. Maybe a big boat too...

www.competition-car-insurance.co.uk Competition Car Insurance is a trading name of Towergate Underwriting Group Limited. Registered in England with company number 4043759. VAT Registration Number: 447284724. Registered Address: Towergate House, Eclipse Park, Sittingbourne Rd, Maidstone, Kent ME14 3EN. Authorised and regulated by the Financial Conduct Authority.

That would be last year and MAY 2013 pacenotes

068 // REPORT // RALLY SPORT ASSOCIATION

RSA AGHADOWEY

WORDS :: WILLIAM NEILL // PICTURES :: NEILLPICS.CO.UK

AMY COX

1ST: GERALD DOHERTY

DECLAN KEARNEY

Doherty wins at Aghadowey Gerald Doherty known as ‘The Doc’ increased the pace over the second-half to win by a margin totalling twenty seconds in his buggy. In doing so he secured a championship class win on a day when buggy power proved valuable with four of the high-powered machines in the top seven.

Doherty was first off the line and first in the standings before Micky Conlon placed his buggy on top of the stage two times to bring the gap down to 0.2 seconds. Doherty claimed two seconds back on the third run and on stages four to six he was on winning form. He was taking around five seconds from Conlon on each run.

Keith McClelland (Toyota Starlet) was punching in fast times too and was first of the rally cars finishing third overall. He put pressure on Conlon’s second place after going faster than him on three of the six stages. The gap was 4.5 seconds at the finish.

Sean Coleman’s front wheel happy buggy fought with James Boyd’s Ford Escort Mk2. Coleman was faster on three of the stages to claim his position by just 2.7 seconds.

Finishing on joint times was the first of the front-wheel-drive cars driven by David Keller (Honda Civic) and an Extreme buggy piloted by Declan Savage. The pair could not be split on the total stage times, but Keller did go faster on four of the tests, so he was granted sixth and Savage had to take seventh.

John Gordon was to compete at the Easter Stages Rally before it was cancelled, which would have been his first road rally in a Ford Escort Mk2. So it was back to familiar territory at Aghadowey Race Circuit to finish eighth.

Amy Cox was impressed with pacenotes MAY 2013

the “plenty of power” her new toy showed in ninth. The young Omagh woman has opted for a Citroën Saxo this season. Reports suggest the car has been previously driven by none other than Sébastien Loeb when it was lefthand-drive. Cox explains, “He was meant to have driven it on three events. It was converted around two years ago here (Ireland) to

scored a maximum of 90 points with his six class wins. Second on the day went to Rebecca Kennedy guided by her mother Heather Kennedy.

Michael O’Brien (Vauxhall Nova) won his class on the day despite Stuart McLean’s challenge in second as he was just 3.7 seconds from taking the position.

O’Brien also won the class

CL1: PATRICK O’BRIEN

NOEL CONAGHY

STEPHEN MCFERRAN

TERRY MCGONIGLE

right-hand-drive as it was being re-shelled.”

Class awards

Patrick O’Brien (Vauxhall Corsa) won each round of the series and in doing so he became the 2012/13 RSA Winter Series Champion while competing in class one. He

championship with three wins.

Jonny Armstrong, a former class one competitor, won class three at Aghadowey with Janice Magee (Vauxhall Nova) separating him from the class champion – David Stevenson who had a dramatic day. He reports the only day more dramatic involved rolling a Nova.

A moment on stage two seen a car

in the boot of the Nova shared by Stevenson and Peter Smith. Frantic repairs from fellow competitors had them both back on their way.

Thirty-nine cars entered class four and the fastest of them was a Honda Civic driven by David Keller. He was followed by Amy Cox. Mark Woods (Renault Clio) finished third ahead of Aaron Beattie (class champion).

John Gordon won class five over Andrew Bustard – both in Ford Escorts – with Gordon taking the category win by 15.8 seconds and he was another winner on the day, who also took the championship honours. Third in class was Barry McLaughlin also in the run of Ford Escorts that completed the top eight in class.

Keith McClelland went home with more trophies. He won class six and was crowned the category champion. James Boyd was his closest rival at the final round in second, while his closest rival in terms of the series win was Chris Gillespie.

Class seven was won by Gerard Doherty to become the class champion (see main report).

Class eight was won by Declan Kearney (Mitsubishi Lancer) with tenth overall. Almost twelve seconds from improving his position was Lee McLoughlin (Subaru Impreza). Joe Weir finished seventh, but he won the class championship. The Subaru Impreza driver has been a longtime competitor at the RSA events. P

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070 // REPORT // UK JUNIOR F1000 RALLY CHAMPIONSHIP

LEE HOLLAND MEMORIAL RALLY WORDS :: JONATHAN JACKSON // IMAGES :: S JONES PHOTOGRAPHY

George Masters Anglesey

2ND: ALEX VASSALLO & MICHAEL GILEBY

WINNERS: GEORGE LEPLEY & HOWARD PRIDMORE

3RD: JOSH CORNWALL & J. CRUTTENDEN

As the dust began to settle from the opening round of the Kick Energy Junior 1000 Rally Championship, the action returned for round two at the Anglesey Race Circuit at the Lee Holland Memorial Rally – and what an event it proved to be.

With the crews scrutineering

in bright sunshine on the North Wales coast, hopes were high for a dry day, yet as the nine crews arrived at the venue Sunday morning, things couldn’t have been much different! Driving rain which was showing no signs of easing greeted the UK’s youngest rally drivers in what was to be the first wet event at the venue in the championships five year history.

However, this wasn’t going to stop fifteen-year-old George Lepley. Fresh from his victory at the opening round in Wigan and with the reputation of being the ‘rain-master’ of the championship, George and co-driver Howard Pridmore exited the opening stage picking up from where they left off at round one, immediately opening up a small advantage over reigning British junior and Ecosse Junior 1000 Champion, Alex Vassallo.

Not only that, but such was the pace of George he set a time which put him inside the top 10 overall.

Josh Cornwell and Joe Cruttenden enjoyed a trouble free event with Josh showing great confidence in the tricky Welsh conditions, ensuring he kept a steady gap between himself and the similar Nissan Micra of Sam Bilham. Indeed, Sam was another to be showing a great turn of pace in the opening two rounds of the 2013 season and despite a spin and a collision with a chicane on the final stage, Sam and co-driver

pacenotes MAY 2013

Gareth Hooper brought the car home to score their career best result with fourth overall.

A welcome visitor to the championship was reigning Junior 1000 Rally Challenge Ireland champion, Ben Crealey. With Crealey making the trip across the Irish sea, it meant that the reigning champions from each of the Junior 1000 series’ came together for the very first time. Despite

4TH: SAM BILHAM &GARETH HOOPER

struggling with a lack of seat time having been out of the car since November last year, Ben showed great improvement throughout the event, eventually clinching the final position in the top five overall – a great shakedown for his attack on the Ecosse Junior 1000 series this season.

Despite a last minute scare before the final stage of the event when a puncture threatened to put the crew OTL, Daniel Lewis and co-driver Richard Williams brought their Peugeot 107 home in sixth place, ahead of Georgia Shiels and Chris Davies who dropped more than two minutes with a stage maximum on the

penultimate stage of the event.

Another crew to drop a chunk of time towards the end of the event was Paul Singh and Jonathan Jackson when a trip into the mud saw the Micra crew stuck for two minutes before enough man power was summoned to push the crew out. Despite that, the pair were happy with their progress throughout the event.

One crew to suffer misfortune

5TH: BEN CREALEY & LIAM REGAN

on the event were James Williams and Eurig Davies when their newly built Peugeot 107 suffered engine failure on stage four.

At the end of a testing day for the juniors, Josh Cornwell and Joe Cruttenden clinched a fine third overall in what was also the crews first podium since Josh joined the championship in June 2012.

Ahead, Alex Vassallo and Michael Gilbey took their second podium in as many events, keeping the similar Citroen C1 of Lepley on his toes over the course of the day.

Out in front however and taking six out of a possible eight fastest times it was George Lepley and Howard Pridmore who clinched

their second victory of the season with a drive that defies his fifteenyears-of-age – clinching 16th overall in the process!

Following the cancellation of round three of the championship at RAF Honington, the crews now takes a small break before resuming with a new event to the calendar for 2013 – the Lawrence Landfill Dale Stages in May. However, with school exams looming on the horizon for Britain’s youngest rally drivers, could we see a very different leaderboard at this new event?

Do not forget you can follow the Junior 1000 series on the social network website, Facebook at facebook.com/ junior1000rallychampionship.

The championship leader, George Lepley is documenting his year in the Kick Energy Junior 1000 Rally Championship in a series of blogs which can be found online at www.formula1000.co.uk P

RESULTS Lee Holland Memorial Junior Results 1 George Lepley/ Howard Pridmore Citroen C1 ............... 1hr 0m 41s 2 Alex Vassallo/Michael Gileby Citroen C1 ............... 1hr 0m 57s 3 Josh Cornwall/ Cruttenden Nissan Micra ........... 1hr 1m 49s 4 Sam Bilham/Gareth Hooper Nissan Micra ........... 1hr 2m 17s

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Harness: Seats: Helmets: Suits & Underwear HARNESSES TRS TRS Magnum Superlite (alloy adjusters) 3” 6pt Fia harness each ................................ £179.29 TRS Magnum 3” 6pt Fia harness each ......... £131.49 TRS New - Pro Fia Clubman 3” - 2” 4pt q/r harness each....................................... £95.40 Full range of TRS products in stock NEW PRODUCT COBRA COMPETITION SEATS Monaco Pro Fia each .................................... £160.96 Imola Fia each............................................... £322.92 Imola Fia GT wider version each .................. £366.13 Suzuka Fia each ............................................ £366.12 Suzuka Fia GT wider version each ................ £409.32 Evolution Fia each......................................... £452.52 Evolution Fia GT wider version each............. £495.72 Sebring Fia each ........................................... £463.31 Sebring Fia GT wider version each ............... £506.52 Full range Available SEATS MOUNTS Alloy side mounts one piece per seat ............. £42.60 Steel side mounts per seat Sparco ................. £46.80 Steel side mounts per seat Cobra................... £48.00 6 piece alloy side mount per seat ................... £50.00 SPARCO SEATS Sparco Sprint red, black, blue, Fia each ....... £164.39 Sparco Pro 2000 red, black, blue Fia ea ....... £390.17 Sparco Pro 2000 Plus red, black, blue Fia each......................................................... £420.14 Sparco Evo red,black, blue Fia each ............. £384.37 Sparco Evo 2 red, black, blue Fia each ......... £420.14 Sparco Evo 3 red, black, blue Fia each ......... £461.00 Sparo Rev Plus red, black, blue Fia ea ......... £290.18 Sparco Corsa red, black, blue Fia each ......... £384.37 Sparco Pro Adv red, black, blue each ........... £461.00 Please note that all helmet prices are now subject to VAT (inc in our price) PELTOR INTERCOMS Practice headset white each ......................... £147.97 Full face headset each................................... £105.11

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SPARCO HELMETS Sparco Pro Rally helmet with hans posts ............................................................. £658.72 Sparco Adv helmet with hans posts and intercom fitted !! SPECIAL OFFER !! ........£498.00 Sparco Adv helmet with hans posts no intercom !! SPECIAL OFFER !! ...............£337.66 SPARCO BAGS Sparco Jumbo bag ....................................... £133.56 Sparco Director bag........................................ £52.60 Sparco Co Driver bag ..................................... £27.60 Sparco Travel bag ........................................... £76.20 Sparco Roundtrip bag .................................... £61.56 Sparco Street (rucksack) ................................ £46.98 LIFELINE FIRE EXTINGUISHERS Lifeline Zero 360 2.25 kg mechanical system c/w h/held 2.0 kg ............................. £693.96 Lifeline Zero 360 2.25 kg mechanical system ....................................... £506.20 Lifeline Zero 360 1.0kg h/held ...................... £203.29 Lifeline Zero 360 2.0kg h/held ...................... £301.43 Lifeline 2.25 ltr Clubman plumbed in system .......................................................... £114.00 Lifeline Fire Marshall 4 ltr steel bottle FIA mech plumbed in system ....................... £186.00 Lifeline Fire Marshall 4 ltr alloy bottle FIA electric plumbed in system .................... £380.89 Lifeline 1.75 hand held AFFF extinguisher with bracket & strap ....................................... £46.80 Lifeline 2.4 FIA hand held extinguisher with bracket & strap ....................................... £58.20

LIGHTING ELECTRICAL & ACCESSORIES

PIAA Lamps 80 series spot/drive lamp c/w cover & bulb .......................................................... £119.70 Night Tech H4 bulb 60/55w produces 140/130w pair excellent value for money ........................ £35.80 H4 bulb 60/55w produces 130/120w ............. £49.46 H4 bulb 80/80w produces 150/150w ............. £53.58 CIBIE LAMPS Super Oscar long range................................ £114.55 Super Oscar drive ......................................... £111.52 H180 7” headlamp complete with side light ......................................................... £42.08 53⁄4”headlight main beam .............................. £53.74 53⁄4” headlight dip/main beam complete with side light.................................. £53.29

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we’re here to help

www.westwalesrallyspares.co.uk

H4 HEADLAMP AND ACCESSORIES Quartz H4 headlamp 7” complete with side light ......................................................... £31.20 H4 headlamp 7” LHD complete with side light ......................................................... £31.96 Universal 7” headlamp bowl with chrome ring and adjusters ............................. £17.31 Mk 2 Escort headlamp bowl steel................... £20.94 Mk1 Escort headlamp bowl steel.................... £12.60 HELLA BULBS H4 130/90w bulb ............................................ £10.14 H4 100/80w bulb .............................................. £8.34 H1 100w bulb ................................................... £5.77 H2 100w bulb ................................................... £6.43 ACCESSORIES Mk 2 Escort alloy quick release lamp brackets pair ................................................... £50.61 Mk 1 Escort alloy quick release lamp brackets pair ................................................... £50.61 Mk 1 Escort fixed lamp brackets pair ............. £28.18 PIAA Dual tone horn set (twin pack) .............. £42.72 Lamp steady bars pair .................................... £12.20 Battery cut off switch........................................ £8.68 Battery master switch Fia ............................... £22.77 Armtech battery isolator system .................. £284.40 ETA isolation switch...................................... £148.96 Mk 2 Escort rear lamps complete each .......... £30.03 Mk 2 Escort rear lens n/side ........................... £10.21 Mk 2 Escort rear lens o/side ........................... £10.21 Toggle switch on/off 25 amp ............................ £3.01 Push button starter switch 30 amp .................. £7.10 Switch panel push button with light ............... £25.40 On off toggle switch with flip cover .................. £5.41 Flip aircraft switch cover................................... £3.78 Flick switch Led type 20 amp ........................... £4.09 Bonnet pins all colours steel pair ..................... £7.10 Bonnet pins all colours alloy pair ..................... £8.70 Mk 2 Escort front grill................................... £122.56

FUEL SYSTEM

CARB & ACCESSORIES Weber 48 dcosp carb ................................... £394.99 Weber 45 dcoe carb ..................................... £342.00 Weber dcoe throttle linkage ............................ £56.17 Dellorto twin cable throttle linkage kit fse....... £56.17 Weber Historic twin cable linkage kit (Magard type) ............................................ £69.60 Genuine Weber twin cable linkage kit ............. £99.00 45 dcoe balance link ....................................... £14.14 Dcoe Lotus lever............................................. £12.87 Service kit Dellorto per carb ........................... £26.40 Weber dcoe service kit ................................... £26.96 Dcoe jet cover ................................................. £10.94 Jet cover gasket................................................ £0.71 Dcoe single str banjo ...................................... £10.72 Dcoe single banjo union 90 deg ..................... £10.20 Dcoe T piece banjo ......................................... £14.55 Dcoe banjo bolt............................................... £11.03 Banjo washer .................................................... £0.56 Cosworth carb washer...................................... £1.02 Misab carb O ring ............................................. £3.57 Throttle cable 4 foot ......................................... £6.42 Throttle cable 8 foot ......................................... £8.12 Weber genuine throttle cable.......................... £12.59 RS 2000 std throttle cable .............................. £16.21 Pedal block ....................................................... £5.97 Cross bolt and nut ............................................ £4.34 Cable adjuster and nut ...................................... £1.50 Throttle return spring ....................................... £3.17 FUEL PUMPS & REGULATORS Facet Red Top Pump only............................... £70.42 Facet Red Top kit ............................................ £84.61 Facet Silver Top fast road kit........................... £79.00 Facet Solid state fast road kit.......................... £45.96 Alloy twin pump and filter king stand ............. £33.00 Alloy twin injection pump and ...................... £107.95 Filter king pressure regulator 67mm alloy bowl ............................................ £47.90 Filter king pressure regulator 85mm alloy bowl ....................................................... £54.08 Filter king pressure regulator Jic fittings 85mm alloy bowl ............................................ £67.14 ALLOY FUEL OIL & CATCH TANKS 12 Gallon shaped fuel tank with sight gauge,

baffled, twin take off ,with splash bowl ........ £184.03 12 Gallon shaped tank as above with Jic threads.......................................................... £204.48 12 Gallon Injection tank with built in swirl pot and Jic fittings c/w splash bowl ................... £229.79 Foam filled available please add ............ £50.00 Splash filler bowl complete with screw cap ....................................................... £48.00 Tank to splash pipe & clips............................. £12.00 Tank mounting stand steel.............................. £63.63 Tank mounting stand alloy............................ £114.08 Tank mounting stand injection steel ............... £77.62 1 Litre alloy catch tank with sight gauge ........ £45.96 2 litre alloy catch tank with sight gauge ......... £51.06 2 gallon dry sump tank................................. £121.02

IGNITION SYSTEMS LUMINITION ETC

Optronic ignition system PMA50 ................. £152.51 Distributor fitting kits from ............................. £14.66 CEK competition kit including coil ................ £221.52 RL4 rev limiter .............................................. £114.79 Mega spark 3-coil ........................................... £30.79 Mega spark 4-coil ........................................... £34.47 DISTRIBUTORS/REV LIMITERS/ SHIFT LIGHTS/CUT OFF SWITCHES Ohc Bosch distributor................................... £150.79 X-flow side exit distributor ........................... £150.79 Ohc Bosch electronic distributor complete with DLB108 coil........................... £282.08 Lumenition ohc plug lead set ......................... £45.45 Lumenition x/flow plug lead set ..................... £45.45 Astra 16v Megalead plug lead set................... £68.17 Lumenition 18” coil lead................................. £14.53 Lumenition 24” coil lead................................. £14.75 Lumenition 36” coil lead................................. £15.23 Omex Clubman rev limiter ............................ £102.00 Omex shiflight sequential ............................. £126.00 Omex shiftlight pro ....................................... £108.00 ETA isolation switch...................................... £148.95 Armtech battery isolator system .................. £284.40 Full range of Racetech and Revotec instruments and rev counters available Racetech oil pressure gauge mechanical ....... £39.95 Racetech oil pressure gauge electrical ........... £42.69 Racetech water temp gauge mechanical ........ £62.40 Racetech water temp gauge electrical ............ £42.69 Raceteh oil pressure/water temp gauge ......... £89.77 Racetech oil temp gauge electrical ................. £43.86 Racetech fuel pressure gauge electrical ......... £39.95 Racetech volt meter........................................ £46.67 Racetech ammeter.......................................... £58.14 Revotec 0-180 mph 80mm speedo .............. £177.60 Revotec speedo sensor .................................. £53.70 Revotec 0-8000 rpm 80mm rev counter ...... £132.95 Revotec 0-10.000 rpm 80mm rev counter ................................................... £132.95 Revotec oil pressure gauge mechanical 0/100lb ........................................................... £54.79 Revotec oil pressure gauge mechanical 0/150lb ........................................................... £54.79 Revotec oil pressure gauge electrical ............. £43.20 Revotec oil pressure sender unit .................... £33.30 Revotec water temp gauge mechanical .......... £62.40 Revotec water temp gauge electrical .............. £40.84 Revotec water temp sender unit ..................... £15.37

PIPERCROSS FILTERS

Pipercross socks pair ..................................... £23.80 Filter vent 13mm/16mm/19mm red ............... £18.38 Filter vent 13mm/16mm/19mm blue ............. £18.38 Filter vent 13mm/16mm/19mm chrome ........ £18.38 C3001 25mm Pipercross element .................. £34.62 C3002 40mm Pipercross element .................. £34.62 C3003 65mm Pipercross element .................. £34.62 C3004 100mm Pipercross element ................ £34.62 C3109 48/50 DCO/SP Pipercross baseplate... £14.04 C3101 DCOE Pipercross baseplate................. £14.04 C3103 DGAV pipercross baseplate ................. £14.04 C602D Pipercross kk600 65mm element....... £61.58 Oil and cleaner kit ............................................. £9.18 C603D Pipercross kk600 90mm element....... £61.58 C604D Pipercross kk600 125mm element..... £61.58 C6051 Pipercross Vauxhall 16v kk600 baseplate ........................................................ £32.40

TEL: 01559 363731 FAX: 01559 363308

Your One S Shop run b competitor competitor

SPECIALIST IN MK1 & MK2 ESCORT GP4 CLASSIC & CLUBMAN COMPONENTS C6006 Pipercross blank kk600 baseplate.......... £32.40 C6022 DCO/SP Pinto kk600 baseplate .............. £32.40 C6011 X/flow Bda kk600 baseplate ................... £32.40 C6021 Pinto kk600 baseplate DCOE/ Dellorto .............................................................. £32.40 C6012 N/aspirated Cosworth kk600 baseplate ........................................................... £32.40 W4545b DCOE Weber trumpets Blue ................ £19.96

KENT CAMS & ACCESSORIES

Official Distributor Ohc FR32 cam kit ............................................ £308.34 Ohc RL31 cam kit ............................................ £365.15 Ohc FR33 cam kit ............................................ £308.34 Ohc RL32 cam kit ............................................ £365.15 X/flow cam kits o/r .......................................... £302.78 Ohc alloy vernier .............................................. £111.60 X/flow Duplex vernier assembly ...................... £129.60 Kent Ohc competition cam belt ......................... £32.52 Ohc con rod bolts Arp ....................................... £76.32 Vauxhall 16v 2.0l con rod bolts Arp .................. £90.42 Cosworth 12 point Gpa con rod bolts Arp...................................................... £90.60 X/flow steel con rods bolts Arp ......................... £90.60 Ohc/Cosworth 12 point flywheel bolt set Arp ........................................................ £55.68 Ohc 6 bolt flywheel set ...................................... £38.70 X/flow 6 bolt flywheel set .................................. £29.76 Ohc high pressure/high capacity oil pump .......................................................... £106.92 Ohc high pressure oil pump .............................. £71.04 X/flow high pressure oil pump .......................... £81.90 X/flow high pressure/high capacity oil pump ............................................ £106.92

EXHAUST MANIFOLDS & SYSTEMS

ASHLEY COMPETITON EXHAUSTS STOCKIST MANIFOLDS RS2000 21⁄4” 3 piece exhaust manifold ......... £159.95 N/aspirated Cosworth 21⁄4” piece manifold........................................................... £215.09 16V Astra - Escort 21⁄4” Manifold ................... £215.09 16V Zetec Rwd Mk2 4-2-1 .............................. £175.26 X/flow 21⁄4” 4-1 manifold................................ £151.35 RS2000 2” manifold ........................................ £151.35 X/ flow 2” manifold.......................................... £119.52 SYSTEMS RS2000 21⁄2” twin box r/hand system............ £159.32 RS2000 21⁄2” single box r/hand system ......... £148.09 RS2000 21⁄4” twin box l/hand system ............ £143.40 RS2000 21⁄4” twin box r/hand system............ £135.42 RS2000 21⁄4” single box r/hand system ......... £127.46 X-Flow 21⁄4” twin box ex system .................... £143.40 RS2000 twin box left hand 2” exhaust system ............................................................... £95.60 X-Flow 2” twin box ex system ........................... £87.63

BODY PANELS – ARCHES – SPOILERS ALLOY & FIBREGLASS

Gp4 Alloy front spoiler Mk2............................... £72.00 Gp4 Alloy front spoiler deep type Mk2 .............. £81.60 Gp1 Alloy front spoiler Mk2............................... £79.20 Tarmac alloy arch set of four Mk2 ................... £334.98 Forest alloy arch kit set of four Mk2 ................ £327.06 Monte Carlo alloy arch kit set of four Mk2 ...... £353.51 Mk1 Works steel arch kit set of four................ £528.00 Mk2 fibreglass front spoiler .............................. £63.83 Mk2 fibreglass Forest arch kit set of four ........ £108.00 Mk2 fibreglass Tarmac arch kit set of four ...... £139.52 Mk1 Works type arch kit set of four .................. £93.70 Mk2 rear spoiler fibre glass ............................... £64.20 *****New Product***** Mk2 Steel 1/4 bumpers pair ................... £100.00 Mk2 Steel rear bumper “limited quantity” .. £114.00 Mk1 Stainless 1/4 bumpers pair...................... £114.00 Mk2 Fibreglass 1/4 bumpers pair...................... £78.00 Mk2 rear bumper fibreglass .............................. £39.00 Mk1 Stainless rear bumper ............................. £173.40 Mk2 Carbon rear bumper ................................ £120.20 FIBREGLASS BONNETS AND BOOTS (heavy duty excellent quality) Mk1 Bonnet with internals............................... £180.00

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Mk2 Bonnet with internals............................... £184.03 Mk1 Bootlid with internals............................... £150.00 Mk2 Bootlid with internals/spoiler ................... £184.03 BODY REPAIR PANELS Mk2 front wing .................................................. £95.76 Mk2 front panel ................................................. £92.28 Mk2 outer sill pair.............................................. £48.77 Mk2 slam panel ................................................. £77.04 Mk2 wheel arch repair panel.............................. £17.40 Mk1 front panel ................................................. £75.48 Mk1 front panel with vent holes ...................... £107.94 Mk1 slam panel ................................................. £51.06 Mk1 outer sill pair.............................................. £46.08 Mk1 wheel arch repair panel.............................. £19.80 Mk1/2 floor repair section front pair ................. £45.95 Mk1/2 floor repair section rear pair ................... £53.40 Mk1 front crossmember under rad ................... £53.05 Mk2 front crossmember under rad ................... £40.80 Mk1/2 inner sills pair ......................................... £44.40 Mk1 rear panel................................................. £114.00 Mk2 rear panel................................................. £136.32 Many more panels available please ring!!

PERSPEX / POLYCARBON

WINDOW KITS Mk2 Bronze tint polycarbon kit with sliders fitted 5 piece ........................................ £252.00 Mk2 Clear polycarbon kit with sliders fitted 5 piece .................................................... £252.00 Mk2 Clear/bronze polycarbon kit 7 with no sliders 7 piece..................................... £210.00 Mk1 Clear/bronze formed rear polycarbon kit no sliders 7 piece ..................... £294.00 Mk1 Clear/bronze formed rear with sliders fitted 5 piece .................................................... £419.40 Perspex window slider kit bronze or clear......... £35.73 Pair Mk2 polycarbon door windows with sliders fitted ..................................................... £144.00 Full range available

MISC PARTS

Cooling Accessories Alloy radiator - various applications ................ £255.31 Bolt-on SPAL electric fan to suit........................ £72.00 Electric fan kit PACET 11” c/w thermostat....... £123.71 Water temp fan switch....................................... £15.14 Stant lever type radiator cap.............................. £23.94 Ohc top hose ..................................................... £14.40 Ohc bottom hose ............................................... £14.40 X/flow bottom hose ........................................... £16.80 RS2 silicone hose kit 5 piece . . . . . . . . £120.00 RS2 silicone hose kit 5 piece black cloth finish ....................................................... £120.00 BDA silicone hose kit 2 piece ............................ £71.77 BDA heater hose kit ........................................... £80.86 TERRATRIP INTERCOM SYSTEMS Clubman open face 1 x amp 2 headsets............ £90.84 Clubman full face 1 x amp 2 headsets............... £90.84 Professionals open face 1 x amp 2 headsets ....................................................... £114.94 Professionals full face 1 x amp 2 headsets ....................................................... £114.94 All above can be mixed o/f or f/f Practice headsets from ...................................... £42.54 Open face headsets, each .................................. £27.63 Full face headsets, each..................................... £27.63 BRANTZ TRIPMETERS Full range available TRIPMETERS Brantz International Pro 2 (Br6) ...................... £169.35 Brantz International Pro 2S (Br7) .................... £209.03 Brantz rally clock model32 .............................. £118.92 MONIT COMPUTERS TC100 Rally Computer .................................... £406.80 TC200 Rally Computer .................................... £538.80 Q – 10 Rally Computer ............................ £190.80 Q – 20 Rally Computer ............................ £226.80 Wheel Probe ...................................................... £34.80 Analogue Switch ................................................ £34.80 Foot Switch........................................................ £34.80 Wiring Loom...................................................... £34.80 TERRATRIP RALLY TRIPMETERS Terratrip 202 plus inc probe ............................ £219.48

Terratrip 303 plus inc probe ............................ £274.50 AST FASTIME WATCHES Rw2 Co Pilote watch ....................................... £103.30 Fastime 11 watch............................................... £32.16 Fastime 15 watch............................................... £48.30 Fastime SW06 watch ......................................... £15.95 NAVIGATION Potti Don Barrow standard with switch ............. £92.94 Led Roamerlite potti .......................................... £99.61 Basic roamer 5 .................................................... £6.30 Fibreglass roof vent ......................................... £138.00 Carbon roof vent.............................................. £362.40 BATTERY BOXES Moulded red battery box ................................... £50.28 Carbon look battery box .................................... £52.63 Alloy battery tray ............................................... £40.80 BATTERIES Red top type 30 ............................................... £156.00 Red top type 40 ............................................... £168.00 Alloy battery tray for above ............................... £54.00 Red top type 30 alloy bracket ............................ £34.20 RED top type 40 alloy bracket ........................... £42.90 Red moulded battery box for type 30 ................ £40.80 Red moulded battery box for type 40 ................ £76.73 FABRICATION PARTS Gearbox tunnel (Rounded edges)...................... £53.95 Gearbox ZF tunnel kit....................................... £116.37 Gearstick gaiter retainer (alloy) with box to suit .................................................. £26.96 Diff tunnel (Atlas) .............................................. £20.66 Gp4 round Turrets ............................................. £68.89 Square turret kit inc axle bkts ............................ £45.95 15” rear inner arches pair ................................ £234.00 Four link box reinforced..................................... £28.70 Four link cross brace ......................................... £19.52 Gp4 four link works spec bodykit only ............ £166.44 Chassis front skids pair ..................................... £22.39 Sill skids full length pair .................................... £20.10 Spring hanger skids pair ................................... £11.49 Bulkhead gussets club pair.................................. £8.04 Bulkhead gusset shaped Gp4 each.................... £19.24 Bulkhead strengthening plate 3 piece................ £19.52 Gp4 Strut top plates .......................................... £45.92 Radiator cut out panel ....................................... £11.49 Radiator support gussets pair ............................. £7.48

FRONT SUSPENSION PARTS

ESCORT, MK1 & MK2 ROLL BAR & MOUNTING KITS Tension strut kit ............................................... £343.20 Roll bar kit for tension strut............................. £123.60 Compression strut kit adj in situ...................... £134.35 Compression strut kit std ................................ £123.63 Twin cam anti roll bar ...................................... £124.39 Bolt on d/w kit complete .................................... £44.89 Weld on d/width kit complete ............................ £33.71 Anti dive kit ........................................................ £44.89 WORLD CUP X MEMBER AND ENGINE MOUNTS World Cup X member standard ...... (RX Type) £221.52 World Cup X member lowered rack ................ £135.68 World Cup X member Gp4 .............................. £230.32 World Cup X member Gp4 no towers ............. £168.51 World Cup engine mts X/flow or BDA pr ........... £39.66 World Cup engine mounts Ohc pair .................. £39.66 Weld in crossmember chassis bolt kit 4 piece ................................................... £33.91 Chassis mount kit Ford...................................... £65.69 Chassis mount kit Vauxhall 16v......................... £65.69 OHC steel engine mounts pair ........................... £26.62 OHC h/d rubber mounts each.............................. £8.12 ADJUSTABLE TRACK CONTROL ARMS In Situ rose jointed adj TCAs (QH) pair ........... £161.22 Adjustable rose jointed TCAs (QH) pair ........... £161.22 In Situ adjustable rubber bushed TCAs (QH) pair .......................................................... £146.09 STEERING RACKS HIGH RATIO 2.5 New units, metric system not recon.......... £140.89 RS2 Gen Ford track rod end each ..................... £28.09 Steering rack lock nuts each ............................... £1.98 Heavy duty rack rubbers pair............................... £7.93 Poly bush rack rubbers pair .............................. £10.21

www.westwalesrallyspares.co.uk

Alloy rack mounts pair....................................... £33.91 Gp 4 Steering Joint ............................................ £36.29 Long Gp4 steering joint ..................................... £44.40 ******NEW******NEW******NEW****** BRAND NEW COMPETITON BRONZE RACKS, OUTRIGHT NO EXCHANGE 2.4 or 2.2 bronze bushed h/duty metric large centre with rack clamps and rubbers RHD................. £372.00 2.4 or 2.2 bronze bushed h/duty metric large centre with rack clamps and rubbers LHD................................. £391.35 STEERING ARMS NEW Top quality steering arms paIr direct replacements .................................. £178.72 New Tarmac gusseted steering arms pair ....... £240.00 New Forest gusseted steering arms pair ......... £240.00 BRAND NEW GP4 AND GP1 STRUT CASINGS Gp4 adjustable platform 21⁄4” short each ....... £255.31 Gp4 adjustable platform 21⁄4” long each ........ £255.31 Gp1 fixed platform strut each .......................... £255.31 21⁄4” front strut adjustable conversion kit per strut ............................................................. £34.44 21⁄4” Alloy lower spring seat 1” deep ................. £9.91 21⁄4” Alloy lower spring seat 3” deep ............... £19.31 21⁄4” Alloy lock ring each .................................... £7.84 21⁄4” Alloy top spring seat D shape each .......... £14.62 4” Alloy lower spring seat genuine Bilstein thread each ........................................... £32.89 4” Alloy lower spring seat non Bilstein thread each ........................................................ £44.83 21⁄4” Alloy c spanner......................................... £11.44 BILSTEIN INSERTS 260/60 Gravel insert each................................ £109.20 300/70 Tarmac insert each .............................. £109.20 300/70 short Tarmac insert each..................... £109.20 TOP MOUNTS Rubber roller top mount “original type” each ................................................................... £71.44 Concentric alloy top mount each ....................... £68.88 Eccentric alloy top mount each ......................... £72.89 Roller type alloy top mount black each ............. £80.09 Gp4 2 piece alloy top mount eac ....................... £89.87 High angle top nut & spacer for above each ....... £6.79 COIL SPRINGS Mexico/RS all rates and heights each................ £21.96 21⁄4” x 10” 12” 14” all rates prcies each from .. £28.80 Gp4 Tangent/C&G end springs prices each from................................................ £34.37 ALLOY WHEEL HUBS AND ACCESSORIES Gp4 Alloy hub each ........................................... £57.40 Gp4 Alloy hub large bearing each...................... £62.62 Alloy std cast hub replacement each ................. £72.89 Gp4 alloy hub nut each ...................................... £16.18 Alloy hub cap head screws each ......................... £0.60 Alloy grease cap for above each ........................ £11.44 Gp4 wheel bearing kit per side .......................... £40.36 RS2 wheel bearing kit per side .......................... £19.94 Gp4 front stud each ............................................. £5.11 Gp4 rear stud + 10mm each................................ £5.06 Gp4Wheel Nut each ............................................. £2.91 Gp4 wheel insert each ......................................... £2.04 Gp1 wheel insert each ......................................... £1.79 Gp1 to laser wheel insert each ............................ £2.55 Laser to Gp4 wheel insert each ........................... £2.70 Metric / UNF 60mm long studs each................... £1.53 RS / Ghia wheel nuts each................................... £2.04 Metric open head wheel nut each ........................ £1.14 STRUT BRACES Works spec weld on steel inc brackets ............. £39.01 Works spec weld on alloy inc brackets ............. £51.06 Gp4 adjustable works spec bolt on flat ............. £41.72 Oval down draft strut brace ............................... £45.19

REAR SUSPENSION PARTS

MK1 & MK2 ESCORT Four link kit club spec complete 5/8 Jts .......... £196.75 Four link kit Gp4 spec complete ...................... £449.36 Panhard rod kit club spec complete adj ............ £73.02 Panhard rod Kit Gp4 spec complete................ £154.98 Watts linkage kit Atlas complete...................... £314.60

TEL: 01559 363731

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BRAKE Monte Forest Gp4 re RS200 XR3 ve Gp4 fro Gp4 re Bolt kit Caphea Bolt kit

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£33.91 £36.29 £44.40

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391.35

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£34.44 . £9.91 £19.31 . £7.84 £14.62

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£44.83 £11.44

109.20 109.20 109.20

£71.44 £68.88 £72.89 £80.09 £89.87 . £6.79

£21.96 £28.80

£34.37

£57.40 £62.62 £72.89 £16.18 . £0.60 £11.44 £40.36 £19.94 . £5.11 . £5.06 . £2.91 . £2.04 . £1.79 . £2.55 . £2.70 . £1.53 . £2.04 . £1.14

£39.01 £51.06 £41.72 £45.19

196.75 449.36 £73.02 154.98 314.60

. w w w res a p s y k l l u a . r o s c . le a w t wes

NEW PURPOSE BUILT 8,000 SQ.FT UNIT WITH DEDICATED SHOWROOM Watts linkage kit English complete .................. £288.00 Anti tramp bar kit complete ............................... £66.79 BILSTEIN REAR DAMPERS Gp4 Mag/ Alloy coil over 220/110 each .......... £418.21 Gp4 coil over 220/110 each............................. £180.00 Gp4 turreted 220/110 each................................ £98.40 Gp1 Escort non turret ........................................ £99.60 AVO SHOCK ABSORBERS AND INSERTS Early Mk1 rear shock absorber each ................. £72.00 Mk2 rear shock absorber each .......................... £72.00 RS2 adjustable front insert .............................. £108.00 COIL OVER CONVERSION KIT Rear coil over conversion kit per shock ............ £40.19 LEAF SPRINGS & ACCESSORIES 5 Leaf slipper springs 146lb each ................... £138.84 Single Leaf MK1 Springs each .......................... £61.23 Single Leaf MK2 springs 116-146lb each ......... £56.17 CD6 springs each .............................................. £64.85 CD8 springs each .............................................. £64.85 PTFE slipper kit complete .................................. £55.86 Leaf springs bush kit Mk1/Mk2 car set ............ £36.05 Slipper spring PTFE bush each............................ £2.50 Spring shackles Gp4 pr ..................................... £38.09 Spring saddles 2” or 60mm pr .......................... £15.68 H/D u bolts set of 4............................................ £13.28 Lowering block kit 1”-11⁄2”-2” inc U bolts from£25.48 Gp4 U bolt plates narrow or wide pr ................. £23.95 BRAKING SYSTEM Mk2 Escort cable clutch pedal box (fabricated pedals)........................................... £283.72 Mk1 Escort cable clutch pedal box (fabricated pedals)........................................... £283.72 Mk2 Escort hyd clutch pedal box (fabricated pedals)........................................... £342.25 Mk1 Escort hyd clutch pedal box (fabricated pedals)........................................... £342.25 ALL ABOVE PEDAL BOX PRICES ARE OUTRIGHT Gp4 throttle pedal .............................................. £34.32 Brake balance bar assembly .............................. £33.04 Brake bias adjustable tube type ......................... £30.67 Brake bias adjustable flexible click type ............ £34.20 Master cylinders .625 / .70 / .75 each ............... £59.60 AP fluid reservoir with bracket each .................. £16.70 Girling fluid reservoir small each....................... £17.86 Alloy handbrake hyd kit GpA type.................... £140.69 Vertical alloy h/brake hyd kit............................ £161.42 Hyd handbrake kit.............................................. £78.38 BRAKE DISCS Monte Carlo tarmac AP each ........................... £196.48 Forest AP each................................................. £163.73 Gp4 rear solid disc AP each ............................ £198.74 RS2000 vented discs each ................................ £35.74 XR3 vented discs each ...................................... £19.91 Gp4 front mounting bells each .......................... £22.98 Gp4 rear mounting bells each ........................... £34.47 Bolt kit for brake bell pack of 12 Caphead............................................................. £18.89 Bolt kit for brake bell pack of 12 Torx head ....... £15.79 MINTEX COMPETITION BRAKES Available in various materials 1144 1155 1166 or F series CP4567 AP open back radial mount F series material .............................................. £178.45 Princess 4 pot caliper 1144 material ................. £63.14 Princess 4 pot caliper F series material ........... £178.45 MK2 M16 caliper 1144 material ........................ £53.22 XR3 type caliper 1144 material ......................... £54.96 AP Forest caliper 1144 material ........................ £70.50 AP Forest caliper F series material .................. £178.45 AP Monte Carlo caliper 1144 material ............... £76.84 AP Monte Carlo caliper F series material ......... £178.45 AP Gp4 caliper rear 1144 material..................... £55.43 AP Gp4 caliper rear F series material .............. £178.45 Cosworth rear caliper 1144 material ................. £55.38 AP600 Competition brake fluid.......................... £19.80 SRF brake fluid 1ltr ............................................ £51.79 FERODO FERODO DS3000 COMPETITION BRAKE PADS MONTE CARLO DS3000.................................. £118.10 FOREST DS3000 ............................................. £107.52

GP4 CALIPER REAR DS3000 ............................ £85.66 CP4567 AP Open Back Radial Mount DS3000 £115.52 METRO 6R4 DS3000....................................... £129.56 PRINCESS DS3000 ......................................... £139.50 M16 DS3000 ..................................................... £93.74 BRAKE CALIPERS Gp4 rear calipers AP2383 & 2382 each .......... £540.31 Monte Carlo AP machined & ready to fit each £703.20 Forest AP machined & ready to fit each .......... £650.40 RS2000 M16 each ............................................. £61.28 M16 Spacer Kit (2 calipers) ............................... £34.44 Princess 4 Pot Spacer Kit (2 calipers) ............... £45.00

GEARBOX, GEAR KITS, CLUTCHES & PROPSHAFTS

MOST QUAIFE BOXES ARE IN STOCK & AVAILABLE FOR IMMEDIATE DESPATCH ZF 5 SPEED GEARKIT 2.3 1ST AND DIRECT 5TH “HISTORIC SPEC” ................... £2,160.00 Quaife 5 speed Dog box alloy main case complete donor supplied...................... £3,984.00 Quaife 5 speed h/duty syncro box complete donor supplied .............................. £2,196.00 Quaife G60 g/box 6 speed sequential ........... £6,714.00 Quaife 4 speed clubman gear kit ..................... £708.00 Quaife 4 speed pro gear kit........................... £1,128.00 Quaife 5 speed clubman gear kit ..................... £981.00 Quaife 5 speed pro gear kit........................... £1,479.00 TRAN-X GEARBOX AND GEARBOX KITS TRAN-X 4 speed Rocket gearbox donor supplied.............................................. £1,320.00 TRAN-X 5 speed Clubman gearbox donor supplied.............................................. £1,794.00 TRAN-X 5 speed Dog gearbox donor supplied.............................................. £3,780.00 All TRAN-X gearboxes are donor supplied or surcharge TRAN-X 5 speed gearkit ............................... £1,177.20 TRAN-X 4 speed gearkit including gaskets and bearings....................................... £870.00 4 speed rose jointed gearlever........................... £58.98 5 speed rose jointed gearlever........................... £62.09 Heavy duty gearbox mounting genuine Ford type............................................................ £57.54 Competition gearbox mounting ......................... £80.12 PTFE Screw on gear knob available in white or black .................................................... £11.49 Propshaft Rocket to Atlas ................................ £168.00 Propshaft ZF to Atlas ....................................... £198.00 AP COMPETITION CLUTCHES RS2 AP 81⁄2” GP1 competition spring paddle plate ..................................................... £202.32 RS2 AP competition Clutch cover ................... £281.12 AP 71⁄4” Twin paddle competition plate cover assembly................................................ £466.80 AP 71⁄4” Paddle plates competition 1” x 23”( 3 blade) or 7⁄8” x 20 plate (3 blade) each...................... £125.57 AP 71⁄4” paddle plate competition 1” x 23 (4 blade each ................................................... £158.99 RS2 AP Competition clutch plate organic ......... £74.23 AP X-flow competition clutch Cover................ £186.31 AP X-flow competition clutch Plate 1” X 23 or 7⁄8” x 20 each................................... £76.33 X/Flow heavy duty non AP clutch cover ............ £73.07 GP4 Clutch slave cylinder .................................. £66.97

ATLAS / ENGLISH AXLE COMPONENTS

English LSD repair kit ........................................ £99.68 English LSD steel end plate EN24T ................. £106.80 English LSD Salisbury all steel ........................ £552.00 English cwp,s choice of 4.4/ 4.7/ 4.9/ 5.1, other ratios are available ................... £318.03 Quaife ATB English lsd..................................... £552.00 Atlas lsd Quaife ................................................ £792.00 Atlas ZF lsd motor sport 16 spline side gears ....... POA Atlas ZF lsd motor sport 18 spline side gears ....... POA Atlas Gripper lsd motor sport Spec 18 or 16 spline s/gears .................................................. £936.00 Atlas Steel end plate EN24T............................. £106.98

At Affordable Prices

FAX: 01559 363308

Atlas ZF clutch repair kit .................................. £183.83 Atlas wavy plate each ........................................ £29.28 Atlas cwps 4.6 or 5.1 each .............................. £324.00 Atlas cwps 4.1/ 4.3/ 4.9/ 5.3 or 5.8 each......... £535.20 GP4 fully floating shafts Quaife each............... £127.20 GP4 fully floater h/duty shafts Quaife each ..... £166.80 GP4 wheel flange each ...................................... £86.40 GP1 18 spline shafts Quaife each .................... £145.20 GP1 wheel flange each ...................................... £95.94 Atlas alloy axle brace 3/8 including clamps..... £117.96 Fully floater Gp4 wheel stud each...................... £12.00 Steel diff skid wide Gp4 ..................................... £56.37 Fully floater hub kit complete .......................... £395.00 Fully floater weld on stubs 58mm or 60mm ..... £56.37 Fully floater lock ring each................................. £19.35 Fully floater alloy hub each ................................ £71.48

TYRES

AXLE CASINGS Axle tube 52” Gp1 with diamond brackets and spring saddles ............................ £592.80 Axle tube Baby atlas with diamond brackets and spring saddles ............................ £592.80 Axle tube Baby atlas with spring saddles only £530.40 Axle tube fully floating with diamond bkts spring saddles and caliper bkts ....................... £686.40 Axle tube fully floating with diamond brackets and spring saddles ............................ £639.60 All axle prices quoted are outright. £180.00 will be deducted on receipt of a serviceable axle centre.

YOKOHAMA TYRES ROAD RALLY 185.60.13 A021R each .................................... £102.66 185.60.14 A021R each .................................... £106.28 185.60.13 A048R each .................................... £102.35 185.60.14 A048R each .................................... £107.29

SUMPGUARDS Gp4 1⁄4” alloy chassis mount guard & fitting kit ....................................................... £184.65 Gp4 5⁄16” alloy chassis mount guard & fitting kit ....................................................... £204.61 Gp4 3⁄8” alloy chassis mount guard & fitting kit ....................................................... £211.20 19” alloy guard & fitting kit Clubman ................ £57.40

AVON TURBOSPEED TYRES 185.60.13 tyre each......................................... £108.00 185.60.14 tyre each......................................... £111.60 195.50.15 tyre each......................................... £114.00

FIREWALL KITS Gp4 firewall to suit round turret inc boot plates ................................................... £73.02 Clubman 1 piece alloy, Mk1 and Mk2................ £28.80 Gp1 shaped firewall ........................................... £45.45 WHEELS AND TYRES REVOLUTION CLASSIC WHEELS THE CLASSIC WHEEL IN COMPETITION SPEC TOP QUALITY 6 x 13 Revolution Classic std Ford fit ea ........... £91.20 6 x 13 Revolution Classic Gp4 Ford fit ea.......... £91.20 7 x 13 Revolution Classic std Ford fit ea ........... £93.60 7 x 13 Revolution Classic Gp4 Ford fit ea.......... £93.60 8 x 13 Revolution Classic std Ford fit ea ........... £96.00 8 x 13 Revolution Classic Gp4 Ford fit ea.......... £96.00 9 x 13 Revolution Classic Gp4 Ford fit ea........ £104.40 Revolution Millenium 8 x 15 Gp4 Ford fit ea ... £129.00 REVOLUTION 4 SPOKE COMPETITION GP4 FORD WHEEL 13” RWD 4 spoke Gp4 fitment 6 x 13 each ............. £91.20 RWD 4 spoke Gp4 fitment 7 x 13 each ............. £94.80 RWD 4 spoke Gp4 fitment 8 x 13 each ............. £97.20 RWD 4 spoke Gp4 fitment 9 x 13 each ........... £107.23 RWD 4 spoke Gp4 fitment 10 x 13 each ......... £112.34 RWD 5 spoke Gp4 fitment 7 x 15 each ........... £116.00 RWD 5 spoke Gp4 fitment 8 x 15 each ........... £108.00 RWD 5 spoke Gp4 fitment 9 x 15 each ........... £133.06

DUNLOP MOTORSPORT TARMAC 155.530.13 moulded slick each each .............. £134.40 185.530.13 moulded slick each...................... £138.00 200.530.13 moulded slick each....................... £142.20 225.45.13 moulded slick each......................... £150.60 185.585.15 moulded slick each....................... £157.20 200.585.15 moulded slick each....................... £162.00 220.585.15 moulded slick each....................... £166.80 Gravel 165.80.13 sp85 each ....................................... £112.80 165.80.13 sp61 each ....................................... £120.00 185.70.13 sp85 each ....................................... £111.60 185.70.13 sp82 each ....................................... £136.80

GRAVEL 165.65.13 AO35 Gravel each ............................. £96.77 185.70.13 AO35 Gravel each ........................... £107.93 175.65.14 AO35 Gravel each ........................... £110.92 Full range of Yokohama tyres available

Please note that all prices are plus carriage and all pricing is correct at time of going to press. However, we reserve the right to change prices without prior notice.

DUKE MOTORSPORT FILMS Full Range Available - Many Titles In Stock BOOKS IRISH RALLYING DVD’S - Welsh rally book - Tarmac Titans - Ford escort rally - Modified 2008 preparation - Circuit Heroes - History of the - 2008 Tarmac RS1800 mk2 Championship - Epynt ALL IN STOCK

ALL PRICES INCLUDE VAT

Mail order & Export welcome, carriage arranged.

All major credit cards welcome

COMPOMOTIVE WHEELS ML RANGE 13” 6 x 13 Gp4 Ford fit each .................................. £105.60 6 x 13 Gp4 Ford fit Gold/Blue each.................. £110.40 7 x 13 Gp4 Ford fit each .................................. £110.40 7 x 13 Gp4 Ford fit Gold/Blue each.................. £116.40 8 x 13 Gp4 Ford fit each .................................. £117.60 8 x 13 Gp4 Ford fit Gold/Blue each.................. £122.40 9 x 13 Gp4 Ford fit each .................................. £133.20 10 x 13 Gp4 Ford fit each ................................ £151.20 15” 6 x 15 Gp4 Ford fit each .................................. £124.80 7 x 15 Gp4 Ford fit each .................................. £127.50 8 x 15 Gp4 Ford fit each .................................. £134.40 9 x 15 Gp4 Ford fit each .................................. £145.20 Full range available please ring with your requirements

UNIT 11 PARC MENTER, LLANDYSUL ENTERPRISE PARK, CARMS SA44 4JL sales@westwalesrallyspares.co.uk

SOUTHERN CAR CLUB

M

Headline...

D

Annual awards night

Michael Weeks and Rowley Cottingham

When you look back in the records of Southern Car Club, there is a seemingly cloudy area as to when exactly the club was formed, but with the first meeting confirmed at having taken place at a hotel in Morden, Surrey it may explain how the famous Rallye de Pas De Ditton’s founds its origins!

www.southerncarclub.co.uk Records indicate it started in

1958 and to date has grown into one of the best known clubs in the South East of England. It has close to 200 members who are found most weekends (when not organising SCC events), assisting with the running of motoring events for others the length and breadth of Britain and Europeincluding Wales Rally GB and the British GP. That early meeting saw John & Jean Woodhams, Brian Fairman, Eric Crofts and the Thain family discuss the formation of a motor club for the area. In the early years the club was known as the South Thames Moro Club and it was not until 1963 that it became officially Southern Car Club.

The Kleber Tyres Rally, was the first of SCCs big events. It ran from 1973 until 1976 and was a local championship road event in Surrey and Sussex. The club then moved on to the Happy Eater Southern Rally, this was unusual in that it had road rally sections (selective) coupled with off-road stages that ran day and night for 18 hours! This was in effect the second big event, having attracted sponsorship from the Happy Eater restaurant chain.

This latter event formed the backbone of what is now known as Rallye Sunseeker, currently a round of both the MSA British Rally Championship and the British Historic Championship. Over the

pacenotes MAY 2013

years this has progressed through national level to now be one of the top rallies in the UK. Members of Southern meanwhile still keep their feet firmly on the ground by enjoying autotests, sprints, treasure hunts and many other classic club activities including the annual black tie awards dinner.

The club has many stalwart members, including President Tony Jardine, Rick Smith, Rob Pike, Club President Tony Jardine

Adrian Grinstead and many more, who all enjoy a high profile in the world of British and international motorsport. However those members who attend the club events know that they are part of a close knit club community, willing to help and assist whenever they can. It was this type of approach that led to Southern Car Club being approached nearly 10 years ago to assist with the organisation of the Goodwood Festival of Speed.

Lord March obviously felt that the club were the perfect partners to run, promote and market the newly formed Forest Rally Stage at

the festival. Members, including, Neil and Annie Roden, Pat Smith, Chrissie Chorley, Neil Boxall, the late Brian Hugh, Brian Price, Stu Malpas and Mike Weeks brought years of organisation, fun and charm to this iconic event set in the Hampshire countryside.

The relationships with motorsport heroes is legendary, a fact backed up when- for exampleMurray Walker presented the

carried out helped to swell the coffers. Whatever, the events have helped many children over the years and are still doing so.

The club meet every Thursday at the South Hatch Restaurant in Epsom, Surrey KT17 4LX. Bi-monthly their own magazine is released - The Windscreen.

This keeps members up-to-date with happenings within the Club; including social events, competitions, DVD nights, Scalextric and quizzes all feature on a regular basis and form the backbone of this warm and friendly club.

The clubs latest adventure is the London Rally for Heroes. It is a unique event for the South East of England, but one that again is designed to raise money for those less fortunate. This time it is for our military personnel, through Help for Heroes, who have been injured. The aim is, as always, to raise as much money as possible, while having as much fun as they can.

So why not look them up, or better still pay them a visit, next time you are in Epsom on a Thursday. P

Club awards in the early nineties, but also the club and its member ability to help others that led the creation of the Rallye de Pas De Dittons. The idea was the brainchild of the clubs then President, the late Rob Arthur who decided to have a road rally without cars, this was basically an all-day pub crawl that raised tens of thousands of pounds for the Tadworth Children’s Hospital, now known as The Children’s Trust.

Each pub was a special stage, and games and forfeits email:

otor Get Your tM ed Club Fea ur

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enotes.net editor@pac

Induc Tel: 02

Craigearn Business Park, Morrison Way, Kintore, Aberdeenshire AB51 OTH TEL: 01467 631261 • FAX: 01467 631263 • INFO@CLARKMOTORSPORT.CO.UK

MASSIVE STOCK CLEARANCE MITSUBISHI

Description

Retail

Evo

BODY NEW Body Shell LHD........................................................£10,500.00 Ralliart Roof Air Vent Kit ...............................................£695.00 Carbon Roof Vent..........................................................£475.00 Splitter Front Air Dam ..................................................£275.00 Rear Bumper Cover.......................................................£250.00 Rear Bumper Heat Protector.........................................£195.00 Windscreen LHD ...........................................................£195.00 Wing NSF .....................................................................£295.00 Bonnet Light Pod GRP ..................................................£206.70 Bumper Light Pod ..........................................................£68.90 Carbon Navigator Foot Rest LHD & RHD........................£220.00 Carbon Drivers Footwell Tray LHD & RHD ......................£195.00 Carbon Door Card Sets ..................................................£400.00 Carbon Co Drivers Pod RHD ...........................................£110.00 Carbon Centre Console ...................................................£95.00 Carbon Gear Lever Console .............................................£95.00 Carbon Radio Panel Blank ..............................................£84.04

9 X 9 7, 8, 9 7, 8, 9 X 7, 8, 9 7, 8, 9 7, 8, 9 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9

USED Bonnet Lamp Pod HID Lamps ....................................£1,250.00 Recaro Seats (Pair) .......................................................£300.00 Front doors...................................................................£150.00 Rear doors ....................................................................£100.00 Door mirrors ...................................................................£55.00 Heater box assembly ......................................................£75.00 Heater Units ...................................................................£50.00 Wing Off Side Front ........................................................£50.00

5,6 4-9 4-9 4-9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9

GUARDS Ralliart Sump Guard .....................................................£425.00 Tarmac Twintex Sumpguard .........................................£350.00 Ralliart Underfloor Guard .............................................£295.00 Sill Protector Kevlar Heavy Duty L & R .........................£245.00 Sill Protector Kevlar Lightweight L & R ...........................£95.00 Tank Guard TwinTex ......................................................£195.00 Ralliart Tank Guard .......................................................£195.00 Wheel Arch Liner Twintex (Black) L & R ........................£185.00 Ralliart Fuel Tank Guard ...............................................£165.00 Tarmac Floor Guard Twintex L & R ................................£150.00 Gravel Floor Guard Twintex L & R ..................................£150.00 Ralliart Rear Diff Guard ................................................£125.00 Wheel Arch Liner Kevlar Heavy Duty L & R ...................£160.00 Wheel Arch Liner Kevlar Lightweight L & R ....................£95.00

7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 X 7, 8, 9 4-9 7, 8, 9 7, 8, 9 4 - 9, X 7,8,9 7,8,9

BRAKES NEW Brake Kit - Front Tarmac 355mm ...............................£3,500.00 Brake Kit - Front Gravel 300mm ................................£3,250.00 Brake Kit Rear 294mm .............................................£2,750.00 Ralliart Handbrake Lever Kit.........................................£995.00 Ralliart Handbrake Lever Kit......................................£1,595.00 Ralliart Brake Booster Adaptor and Shaft .....................£429.85 Brake Booster Adaptor & Push Rod...............................£425.00 Pagid Group N Front RS15 Grey Brake Pads...................£247.14 Mintex Group N Front Brake Pads .................................£140.00 Mintex Group N Rear Brake Pads ..................................£105.00 Tarmac Caliper Bracket Front Group N ..........................£265.00 Brake Disc - Group N Front Tarmac................................£230.00 Brake Disc - Group N Front Gravel .................................£195.00 Brake Disc - Group N Rear .............................................£180.00 Disc Bell Gravel.............................................................£225.00 Brake Master Cylinder ..................................................£125.00 Brake Disc Front (Pair) 320mm ......................................£70.00 Brake Disc Front (Pair) 300mm ......................................£70.00 Brake Disc Front (Pair) 276mm .......................................£62.50

X X X 7, 8, 9, X 7, 8, 9, X 4-9 X 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 4-9 4-9 4-9

USED BRAKES Brembo Front Caliper u ................................................£250.00 Brembo Rear Caliper u..................................................£100.00 Brake Servo u .................................................................£45.00

4-9 4-9 7, 8, 9

COOLING Radiator Group N..........................................................£350.00 Radiator .......................................................................£200.00 Pipe Water Pump Inlet ...................................................£36.46

7, 8, 9 7, 8, 9 9

DRIVELINE Exedy Paddle Clutch Kit ................................................£495.00 Clutch Release Fork ........................................................£93.39 For over Release 20 years ITG have supplied air filters to the very top levels of motorsport.

Clutch Bearing ...................................................£67.63 Race teams knowCylinder that our products give the ultimate combination of performance and Clutch Slave ......................................................£61.37

4-9 4-9 4-9 4-9

protection against dust for their highly tuned engines.

If you want to go faster for longer - choose ITG Air Filters.

Description

Retail

Evo

Front LSD Hard Type - RS ...........................................£2,100.00 Rear Diff Carrier Assembly - RS ..................................£1,250.00 Front LSD Kit .............................................................£1,150.00 Cusco 1.5 Way Front Diff ............................................£1,095.00 RS Rear Diff Housing - Uprated.....................................£395.00 Ralliart Rear Diff Plate 1.7mm........................................£12.98 Ralliart Rear Diff Plate 1.6mm........................................£12.98 RS Rear Diff Drive Plate 1.65mm....................................£19.95 Spacer Set Front LSD Bearing RH ....................................£39.50 Spacer Set Front LSD Bearing LH ....................................£39.50 Rear Diff Side Bearing ....................................................£37.48 RS Driveshaft NSR.........................................................£600.00 RS Driveshaft OSR.........................................................£600.00 RS Driveshaft OSF .........................................................£491.85

8, 9 4-9 X 8, 9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 7, 8, 9 7, 8, 9 7, 8, 9

Bush Rear Diff Mounting Bar ..........................................£15.00 CV Joint Kit .....................................................................£50.00

4-9 4-9

USED DRIVELINE RS Rear Differential ......................................................£800.00 Differential Unit Front ..................................................£650.00 Differential Rear AYC ....................................................£499.00 Cusco Front Diff ............................................................£450.00 Kazz Rear Diff ...............................................................£375.00 Driveshaft AYC NSR u ....................................................£100.00 Driveshaft AYC OSR u ....................................................£100.00

4-9 5, 6 4-9 5, 6 4-9 7, 8, 9 7, 8, 9

ELECTRICAL Headlight RHD NS ........................................................£225.00 Headlight RHD OS ........................................................£225.00 Headlight RHD NS ........................................................£220.00 Headlight RHD OS ........................................................£220.00 Alternator 12v 30a .......................................................£220.00 Alternator ....................................................................£132.59

9 9 X X X 4-9

USED LIGHTS Bumper Lamp Pod & Lights - Pair u ...............................150.00 Xenon OS Headlight RHD................................................285.00 Tail Lamp Assy NS...........................................................110.00 Tail Lamp Assy OS...........................................................110.00 Tail Lamp OS u..................................................................50.00 Tail Lamp OS u..................................................................45.00

5, 6 7, 8, 9 X X 5, 6 8

ENGINE PART Coil Pack .......................................................................£164.38 Cylinder Head Stud and Nut Kit ....................................£109.62 HKS Con Rods ...............................................................£895.00 Con Rod Bolts .................................................................£33.79 HKS 1.6mm Head Gasket..............................................£180.00 HKS 1.2mm Head Gasket..............................................£180.00 Injector ........................................................................£111.38 Oil Cooler......................................................................£340.00 Inlet Manifold ..............................................................£252.75 Exhaust Manifold .........................................................£250.00 Starter Motor - Reconditioned .....................................£150.00 Mounting Bush North South Bar ....................................£45.00 Engine Mount ................................................................£45.00 Engine Mount Rear Bush ................................................£30.16 Engine Mount Bush ........................................................£28.67 HKS Piston Set ..............................................................£650.00 Pipe Turbo Drain Back.....................................................£24.92 Dipstick Tube ..................................................................£22.92 Piston Ring Set ...............................................................£22.50 Crankshaft Pulley .........................................................£143.87 Intercooler....................................................................£425.00 Sensor Inlet Camshaft ..................................................£106.85 Sensor Exhaust Camshaft ...............................................£95.00 Coolant Temperature Sensor ..........................................£45.00 Main Bearing Set............................................................£39.50 Conrod Bearings -Standard Size .....................................£30.00 Switch Engine Oil Pressure .............................................£21.20 Switch Engine Oil Pressure .............................................£18.53 Thermostat Housing.......................................................£31.86 Actuator .......................................................................£125.00 Throttle Body Assembly ...............................................£600.00

9 4-9 4-9 4-9 4-9 4-9 9 7, 8, 9 9 4-9 4-9 4-9 4-9 4-9 4-9 4-9 7, 8, 9 4-9 4-9 9 8, 9 9 9 7, 8, 9 4-9 4-9 9 4-9 7, 8, 9 4-9 7, 8, 9

USED Air Flow Meter u.............................................................£60.00 Lambda Sensor u ...........................................................£40.00

7, 8, 9 7, 8, 9

EXHAUST Stainless System .........................................................£600.00 Straight Pipe Kit ...........................................................£550.00

7, 8, 9 X

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Description

Retail

Evo

Turbo Elbow and Front Pipe..........................................£495.00 Group N System............................................................£495.00

9 7, 8, 9

USED Stanless Front Pipe .........................................................£95.00

7, 8, 9

FUEL Used Fuel Tank .............................................................£125.00

7, 8, 9

GEARBOX Gearbox Dog Gear Kit in casing .................................£5,500.00 Dog Gear Kit ..............................................................£3,250.00 Dog Gear Kit ..............................................................£3,100.00 Five Speed Casing.........................................................£275.00 Bearing Input Shaft ........................................................£55.21 Bearing Input Shaft ........................................................£49.59 Bearing Input Shaft ........................................................£47.04 Steel Selector Cage.......................................................£105.00

X X 4-9 4-9 4-9 4-9 4-9 4-9

USED GEARBOX Dog Box.....................................................................£3,250.00

4-9

STEERING Wishbone NSF ..............................................................£120.92 Wishbone OSF ..............................................................£120.92

7, 8, 9 7, 8, 9

USED STEERING RHD Rack......................................................................£250.00 Steering Column ............................................................£50.00

7, 8, 9 7, 8, 9

SUSPENSION Pillow Bush, Rear Upper Arm .........................................£90.34 Ralliart Front Lower Arm Bush .......................................£40.00 Ralliart Rear Trailing Arm Bush.......................................£35.00 Font Top Mounts.............................................................£34.63 Front Stabilizer Bush ......................................................£33.38 Ralliart Bush Front Anti Roll Bar (pair) 25mm ...............£25.00 Rear Anti Roll Bar Bush ..................................................£22.00 Rear Upper Arm Bush Front ............................................£18.80 Rear Damper Upper Bush B ............................................£18.42 Rear Lower Arm Bush .....................................................£12.50 Rear Damper Upper Bush A ............................................£12.50 Pad, Rear Spring Upper ..................................................£12.11 Front Wheel Hub/Bearing ............................................£264.07 Hub/Bearing Rear ........................................................£185.61 Top Mount Plate Kit NSF ...............................................£365.00 Top Mount Plate Kit OSF ...............................................£365.00 Bearing Spherical Top Mount .........................................£89.00

X 4-9 4-9 X 4-9 X 4-9 4-9 4-9 4-9 4-9 4-9 7, 8, 9 7, 8, 9 X X X

USED SUSPENSION Trailing Arm NSR u .........................................................£60.00 Trailing Arm OSR u .........................................................£60.00 Anti Roll Bar - Front........................................................£60.00 Anti Roll Bar - Rear .........................................................£60.00 Hub Bearing and Carrier NSF u .....................................£175.00 Hub Bearing and Carrier NSR u .....................................£175.00 Hub Bearing and Carrier OSR u .....................................£175.00 Rear Hub ........................................................................£90.00 Hub Carrier OSF ..............................................................£75.00 Hub Carrier OSR ..............................................................£75.00 Subframe Rear Alloy.....................................................£200.00

7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 7, 8, 9 4-9 4-9 7, 8, 9

SERVICE TRUCK - £29,500.00 2004 Mercedes 1213 chassis/cab with 22ft insulated box body. fully kitted out. Contact us for full specification and photos

ENGINE DYNO - £25,000.00 800hp Stuska Water Brake Engine Dyno. Built into custom made 20ft shipping container, simply plug in power, fill water tank, connect fuel tank and unit is ready to use.

Contact us for full specification and photos.

ALL PRICES EXCLUDE VAT

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