MSA Spring 2013

HE REST C UERS Wha

t in a shappens eriou s crash S EE PA GE 28

THE

MAGAZINE FOR BRITISH MOTOR SPORT

PLUS

SPRING 2013

ON THE PACE

CLUB RALLYING FROM THE CO-DRIVER’S PERSPECTIVE

WHY YOU SHOULD GET FIT THIS SEASON GO FASTER WITH DATA ACQUISITON TOOLS

ROB HUFF From MGs to Macau We talk to Britain’s newest world champion

STREETS AHEAD: The world’s best closed-road events

CMYK = 100 - 0 - 0 - 0 CMYK = 0 - 0 - 0 - 100

this issue

Contents 05 Forum ON THE

COVER

20

This issue’s postbag

06 Action replay

By our Renault MSA Young Photographer of the Year

09 Briefing

All the latest motor sport news

17 Opinion

Colin Hilton on volunteering

19 Talking heads

Is it a good idea to control gravel tyres in stage rallying?

20 Cover story

Always a gentleman: profile of world champion Rob Huff I’m a normal guy from a small village who got very lucky and has asked for a lot of advice along the way to be the best I can be.

Rob Huff; feature on p20

34

42 Closed-road events A look at some of the best

28 Rescue stations

50 Buyer’s guide

A close examination of the vital role of rescue unit crews

Technology to help your driving

53 AutoSOLO

34 Beginners’ rallying

The best fun to be had for £20 in your road car

Has Dan Prosser got what it takes to be a co-driver?

38 New year, new you

57 Techno file

53

Maintaining historic cars

The importance of getting – and staying – race fit

61 National Court

41 Role play

66 Simon says

Simon Arron on his first experience as a marshal

A closer look at the role of cadet marshals 42

CONTRIBUTORS

New products on the market this spring, p50

Dan Prosser He is used to writing about rallying from the sidelines, but now Dan Prosser has tasted life as a co-driver. Turn to page 34 to find how he got on.

Kevin Turner As well as covering the BTCC for Autosport, Kevin Turner is also the magazine’s features editor. On page 28 he looks at what happens after a crash.

Nick Dungan Nick Dungan is the winner of the 2012 Renault MSA Young Motorsport Photographer of the Year. You can see one of his images on pages 6-7.

Spring 2013 www.msauk.org

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EDITOR’S LETTER Here at MSA magazine we like to kick off the new

season with an inspirational big interview with one of the country’s leading motor sport stars, and this issue we’re thrilled to talk to Rob Huff.

His achievement in winning the World Touring Car Championship may be a few months old, but it’s as fresh in his mind as if it was yesterday. Yet even when you’re crowned king of the world, the same doubts and pressures experienced by drivers up and down the country remain. At the time of going to press, ‘Huffy’ was still to confirm his plans for the 2013 season.

Whatever your season ahead is destined to bring, it pays to know what happens in the event of a serious crash.

Autosport features editor Kevin Turner talks to the medical and marshalling experts about rescue procedure on page 28. Elsewhere, Dan Prosser recounts his first experience of rally co-driving and we take a look at the best closed-road motor sport events around the globe.

If you’re thinking of trying something new in 2013 then Ben Anderson’s guide to AutoSOLO (p53) is a must-read, or if you prefer pain to pleasure, the experts at the Porsche Human Performance Centre have some fitness tips for you (p38). Here’s to a fruitful, fun and safe 2013…

Gemma Briggs, Editor

FITNESS ASSESSMENT WINNER In the Winter 2012 edition of MSA we invited readers to enter our competition to win a training package with the Porsche Human Performance Centre and be featured in our series of fitness articles. We had a huge response, so thanks to all who emailed. Here is the letter our winning driver submitted…

I would like to be considered for the fitness assessment competition. I have been sprinting for a few years now and kept fit for racing through running and weights. However, at the beginning of the 2012 season I was in hospital for an operation and my fitness dropped during my (season-long) recovery. The most noticeable motor sport effect was increased tiredness during a 14-hour day of driving to, competing in and returning home from an event - not YOUR only physically, but mentally too.

THOUGHTS! We want to know The repeated cycles of intense your opinion on which concentration and focus during motor sport issues MSA runs and trying to relax in-between magazine should cover. really took its toll on my results with the advice that would allow me to Email us at msa@ thinkpublishing. my reduced fitness - especially with regain that focus for the entire day. co.uk the most critical runs being towards Ben Norfolk, Alton, Hampshire the end of the day. *Turn to page 38 for the first in our Now I am fully recovered, I’d really like to series of fitness articles with the Porsche know where I am with my fitness and would value Human Performance Centre

WHAT TWITTER IS SAYING ABOUT THE MSA

COMPETITION WIN ONE OF TWO RACE TECHNOLOGY DATA LOGGERS WORTH £840!

@Jamie_Rodger: The @MSAUK weren’t half quick at getting my licence renewal done! Cracking service! @bispers: @MSAUK Driving @gomotorsport AutoSolo was great to share our sport and show visitors the fun per £ from a normal car. #ASI13 #GetInvolved @LucianoBacheta: It was good to see such recognition for marshals yesterday at @msauk Night of Champions… We wouldn’t get very far without them. @LOT61: Props to the ever-efficient @MSAUK for proactively calling me yesterday to sort out an issue with my International license. Thanks guys

Turn to page 49 for your chance to win one of two Race Technology DL1 data loggers, complete with the GoPro video camera control leads. Each system is worth £700+VAT!

EDITOR

Gemma Briggs PUBLISHED ON BEHALF OF MSA BY: THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)

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BY THE MSA.

Spring 2013 www.msauk.org

5

NICK DUNGAN

6 www.msauk.org Spring 2013

action replay

DATA BURST

WHEN: 10 November 2012 WHERE: Brands Hatch, Kent EVENT: Lotus 6 Hour

This evocative shot of a Lotus competing in a six-hour race at Brands Hatch is one of several images from the winning portfolio of 2012 Renault MSA Young Motorsport Photographer of the Year, Nick Dungan. The 23-year-old from Tonbridge has been photographing British motor sport for the last four years and the judges agreed that his work demonstrated outstanding technical ability and artistic merit.

“I am absolutely delighted to have won,” said Dungan. “Winning this competition has been a goal of mine since I first picked up a camera five years ago, and it’s a great privilege to add my name to an amazing list of previous winners.”

Dungan collected his trophy and a cheque for £1,000 at the MSA’s Night of Champions gathering, which was held at the Royal Automobile Club, London, in January. Jeremy Townsend, Communications Director of Renault UK, said of the awards: “The standard of photography is tremendous and it’s a real pleasure to judge the entries. Nick’s portfolio was a delight to see and I hope that this award will be the start of a successful career.”

Spring 2013 www.msauk.org

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news

IN THIS

ISSUE:

MSA Academy; Go Motorsport; British champions

Briefing MIA HONOURS MSA AT NEC

CROWNING GLORY FOR BRITISH CHAMPS MSA toasts British motor sport success AWARDS

Champion drivers, outstanding volunteers, young talent and green racing pioneers were honoured during the MSA Night of Champions at the Royal Automobile Club in January.

The 2012 MSA British Champions braved the snow to make it to London and collect their trophies from MSA Chairman Alan Gow and Le Mans-winning former F1 driver David Brabham.

The JLT MSA Club and Marshal of the Year awards were received by Shenington Kart Racing Club and Stephen O’Neill respectively, while O’Neill’s predecessor Andrew Holley was crowned FIA Best Marshal. The Coleraine Chronicle’s Jason

Craig and freelance snapper Nick Dungan took home the Renault MSA Young Journalist and Photographer of the Year Awards, and rising rally star Chris Ingram was handed the RSF MSA Young Driver of the Year trophy.

The inaugural MSA Environmental Award went to Lord Paul Drayson in recognition of his achievements with Drayson Racing Technologies, and Essex racer Luciano Bacheta was also on hand to accept his FIA Formula 2 Championship trophy.

The full list of winners can be found at www.msauk.org/news and in the February 2013 edition of the MSA’s monthly newsletter.

AWARDS While the MSA presented awards at the Night of Champions, it received one of its own at the Motorsport Industry Association’s Business Excellence Awards at Birmingham’s NEC in January: the Service to the Industry accolade.

MIA members chose from a shortlist that included Haymarket Group, Silverstone, MIRA (Motor Industry Research Association) and Torque Development International.

“The MSA has made great strides in its promotion of the sport,” said Chris Aylett, MIA Chief Executive. “Through its various initiatives, including Go Motorsport, National Motorsport Week and its efforts to allow motor sport on public roads, the MSA is helping to increase the size of the national sport and, in so doing, is creating a bigger marketplace for our members.”

Twenty-eight The number of MSA British Championship winners honoured at the Night of Champions

Spring 2013 www.msauk.org

9

GO MOTORSPORT PUTS ON A SHOW AT AUTOSPORT INTERNATIONAL GO MOTORSPORT

The MSA and local clubs gave show-goers a taste of the grass roots

The Go Motorsport stand focused on the vital role of the volunteer

More than 600 people got their first taste of club motor sport when Go Motorsport – in conjunction with local motor clubs – staged an AutoSOLO at Autosport International, offering free passenger rides to showgoers.

Nakalgjk [daeZ]\ YZgYj\ nYjagmk standard road cars to experience first-hand the thrill of accessible and cost-effective grass-roots motor sport such as AutoSOLO, which involves tackling a short, conemarked course as quickly as possible.

“We had a target of between 500 and 600 people but to be honest I didn’t think we’d attract quite as many people as we did,” said MSA Club Development Officer Richard Egger, who co-ordinated the event. “More importantly, we seemed to attract a lot of people who were genuinely interested in

finding out more about club level motor vital volunteer roles that allow people to sport with a view to getting involved.” get more closely involved in the sport, Among the drivers was Wigton Motor such as marshalling, rescue and recovery, Club’s Angela Jones, who brought along and scrutineering: a Peugeot 205 GTI 1.9CC. “Some people Klm\]flk ^jge l`] Mfan]jkalq g^ l`] didn’t know what to expect but everyone West of Scotland built a rally car that was who had a go was really happy,” scrutineered on Sunday and To find she said. “It was so nice to give will now contest the 2013 Junior out how to them so much enjoyment and Ecosse Challenge. take part in explain to them that they can do Nakalgjk o]j] afnal]\ lg k[jmlaf]]j AutoSOLO this in their road car and it’s an a kart and a single-seater hill climb turn to page affordable sport for them. A lot car to identify deliberate faults for a 53 now! of people must look at motor sport chance to win British Grand Prix and and think, ‘That’s too expensive for Wales Rally GB tickets. me,’ but this is somewhere that people can 9 J]k[m] Mfal oYk hml gf \akhdYq$ oal` start and have great fun.” the crew performing a driver extraction to Inside the exhibition hall, meanwhile, show how spinal injuries are dealt with in the Go Motorsport stand focused on the the event of an incident.

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15/02/2012 15:45

news

MY MOTOR SPORT

Each driver on the scheme will be given a bespoke programme

FORMULA 1

A Q&A with new FIA F1 Medical Rescue Coordinator Dr Ian Roberts What came first, medicine or motor sport?

Medicine, which I studied at Leicester University, graduating in 1986. I started volunteering as a doctor in motor sport in around 1995, so I was still a relatively junior doctor at the time, working as a registrar in anaesthetics in Stoke-on-Trent.

A NEW APPROACH FOR TEAM UK MSA ACADEMY

Bespoke training will be the hallmark of Team UK in 2013 A more individually-tailored, coachled approach to the Team UK driver development programme will pay dividends, says MSA Performance Director Robert Reid, the 2001 World Rally Champion co-driver.

Each driver on the MSA’s scheme will be given a bespoke programme and assigned to one of the MSA Performance Managers: Tom OnslowCole, James Wozencroft and Andy Meyrick. The PMs are already coachqualified and are currently studying for a two-year Level 4 post-graduate diploma in Elite Sports Coaching through the University of Central Lancashire.

“We are changing the focus of what we do to reflect a more coach-led system of training which is in keeping with the best coaching practice seen in other sports,” said Reid. “The drivers will work consistently with the Performance Managers through the year to determine what kind of intervention they require. The scheme

will become much more specific to the requirements of the individual driver and even in the first few sessions we have started to see a real benefit.”

The MSA has decided to run the revamped Team UK programme centrally but will continue to engage former F1 driver and Le Mans winner David Brabham – who has run the scheme for six years – as a consultant.

“Brabham Performance Clinic and I are proud of the way the MSA young driver programme has developed over the last six years and that we have taken it to a point where the MSA can take over the running of the scheme,” said Brabham. “To see our graduate drivers like Sam Bird, James Calado and new F1 signing Max Chilton reach high levels in the sport and also the current drivers like Jack Harvey and Elfyn Evans win their respective championships in 2012 has been fantastic.”

For a full list of 2013 Team UK drivers, visit www.msauk.org/ teamuk

VACUUM MATS GRANT-AIDED

Like many other volunteers I’d been an avid spectator and just wanted to get more involved, so I started working to apply my trauma skills at Silverstone, where I became Chief Medical Officer six years ago.

What does it actually mean to be a Chief Medical Officer?

Like any leadership role it’s about putting the right team with the right skill set in place and then leading that team from the front. It’s about being the first to arrive and the last to leave, and accepting the plaudits when things go well but also taking responsibility when they don’t.

What about the Medical Advisory Panel?

The MSA panel looks after all medical issues in British motor sport, including regulations, and ultimately reports to the Motor Sports Council through the chairman, Dr Phil Rayner. I’ve been on the panel for six years and have been deputy chair for the last five.

How did your new role come about?

I received a phone call from the FIA asking if I was interested in forming part of the medical team for a major championship, though I wasn’t told which championship that was. I said that I’d be very interested to work with the FIA and subsequently took another call a few days later saying that it was F1, which hadn’t even crossed my mind.

What will the job involve?

Myself and Professor Jean-Charles Piette, the Medical Delegate, will make sure that all the relevant FIA Find out regulations are put in place, more in and that the teams are up to our feature on rescue standard from a medical point crews, p28 of view. I will follow the grid away at the start of grands prix and then return to the pit lane, where I’ll be on standby for any incidents.

If an accident does happen I’ll be among the first on the scene.

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MSA The Rescue Development Fund, supported by the British Motor Sports Training Trust, can now offer Licensed Rescue Units a grant of £300 towards the purchase of vacuum mats. The mats have been MSA recommended since 1 January 2013 and will be mandatory from 1 January 2014. Prospective applicants should first contact Allan Dean-Lewis or Alan Page at the MSA for an outline discussion of the nature of any applications.

Why did you become a motor sport doctor?

Spring 2013 www.msauk.org

11

news NEWS IN BRIEF EUROCLASSIC DETAILS CONFIRMED CLASSIC The MSA Euroclassic will start from Liège in Belgium on 9 September and travel through Germany’s Black Forest and the Alsace region of France before culminating with a gala dinner in Luxembourg on 14 September.

Highlights are anticipated to include visits to the Nürburgring Grand Prix Circuit, MercedesBenz museum and Porsche museum. The event is open to cars over 20 years old, plus a limited number of modern vehicles; visit wwwmsaclassics.co.uk for regulations and entry forms.

BRIT KARTERS COLLECT TOP AWARDS AWARDS Several Britons were

among the 30 champion karters honoured at the CIK-FIA awards in Paris last January, including U18 World Karting Champion Henry Easthope, World Cup for KZ2 winner Jordan LennoxLamb and European Superkart Champion Lee Harpham.

Meanwhile Ben Barnicoat and George Russell collected the KF2 and KF3 European Championship trophies that they won last summer.

12 www.msauk.org Spring 2013

MSA CALLS FOR GRASS ROOTS NMW SUPPORT NMW The whole British motor sport community, from competitors and volunteers to clubs and venues, is urged to get behind this year’s National Motorsport Week, which runs from 29 June to 7 July.

Once again the MSA is working to bring major teams, venues and drivers on board to help draw public attention to the wider sport in the wake of the British Grand Prix, which takes place on 30 June. However it is equally vital for motor clubs and individuals to support the week in any way they can, whether it be organising taster days or generating local publicity.

“The MSA, together with the Motorsport Industry Association, puts a lot of time and effort into championing British motor sport through National Motorsport Week, but to really make the most of it we need our members on the ground to get behind us,” said Colin Hilton, MSA Chief Executive. “While we are organising activities at a national level we are calling on the grass roots to run local campaigns in order to encourage people to get involved.”

For ideas about how you can get involved visit www.nationalmotorsportweek.co.uk

NATURAL ENGLAND: HLS AND MOTOR SPORT ARE COMPATIBLE ACCESS The MSA has welcomed confirmation from Natural England that farmland subject to Higher Level Stewardship (HLS) agreements can still be used for motor sport events.

Following extensive dialogue with the Land Access and Recreation Association (LARA), of which the MSA is a founding member, officials from Natural England wrote in January to explain that HLS payments does not equate to a “blanket ban on activities across the farm”.

In clarifying that “land they are receiving money for should not be damaged or compromised by non-farming activities”, Natural England highlighted that the Olympic Mountain Bike circuit was constructed on HLS agreement land thanks to “a plan to guide the public away from sensitive habitats”.

“This is welcome news,” said Colin Hilton, MSA Chief Executive. “We are grateful for LARA’s excellent work on this important issue for the benefit of motor sport clubs and events across the country.”

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SHENINGTON KART RACING CLUB CLUB FOCUS

A beacon of British karting takes top honours

First onto the stage at the January’s Night of Champions were Mike Coombs and Graham Smith, respectively the Chairman and Secretary of Shenington Kart Racing Club, which stood out from a cast of 750 to be crowned 2012 JLT MSA Club of the Year.

“We were very, very surprised to win,” says Coombs, who has chaired the club for over a decade.

“It’s an honour that we were named the top club in the whole country and it was a pleasure to attend the ceremony at the Royal Automobile Club to receive the trophy, which we’ll keep in pride of place.”

The club’s story begins in 1960, when John Cooper bought some karts and rented part of Shenington Airfield, which was used for WW2 bomber training. Cooper invited other kart owners to join the fun and Solihull and Shenington Kart Club (Solihull was later dropped from the name) was born.

“The club ran a round of the first World Championships in 1960, which was one of its earliest crowning glories,” says Smith, a member since 1987. “It ran all sorts of other famous races in the early days such as the Shenington Six Hours, and in ’64 Bruno

Established 1960 Based Shenington Airfield near Banbury, Oxon Membership approx 300 Website www.sheningtonkrc.co.uk

Ferrari, who was one of the best racers of the day, won four of five championships all on the same day in front of 5,000 spectators.”

Not that club life has been entirely rosy, though; in the early 1990s Shenington was served a noise abatement notice that threatened its very existence. “We had to fight it because we’d have had to close down if we’d accepted it, so we took it to court and won,” says Smith. “We reached a voluntary agreement with the parish council about the number of days we run two-stokes and we meet with the council annually to discuss our calendar for the following year. And over the years the noise has diminished with the advent of water-cooled engines and through our work with the MSA.” These days ‘Sheny’ runs 12 club championship meetings per year and two Super One rounds, including the MSA British Championships. “In the Midlands every club has its own Sunday, so you can race at Rissington on the first Sunday, Kimbolton on the second, Shenington on the third and Whilton Mill on the fourth,” adds Smith.

When not running meetings the club is busy recruiting, for example by hosting displays at local shows and exhibitions in support of National Motorsport Week and securing a Motorsport Industry Association (MIA) award in the process.

It also continues to run Let’s Go Karting, allowing anybody to enjoy a taster session for only £10, while another club initiative is TKM Clubman, which offers a weekend’s racing for around £100-120 and requires competitors to use second-hand tyres.

If all that sounds appealing and you would like to join Shenington KRC, contact Graham Smith on 01926 812177 or secretary@sheningtonkrc.co.uk

Spring 2013 www.msauk.org

15

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opinion

2013: YEAR OF THE VOLUNTEER There would be no motor sport without volunteers, so we must value and encourage them, says Colin Hilton, MSA Chief Executive Perhaps one of the most valuable legacies of last year’s triumphant Olympic Games was the rise in status of the concept of “volunteering”. The great success of last summer’s Olympics and Paralympics owed much to the 70,000 volunteer games makers, whose efforts not only attracted widespread praise but may have recalibrated wider attitudes towards volunteering and the idea that it can be a rewarding pastime in its own right.

In motor sport, we have long since recognised the essential work of the volunteers who undertake all of the various roles to make the sport happen, but there has been a gradual dwindling of the numbers over many years. At the heart of the problem lie wider issues such as the changing face of society, the work/life balance, economic pressures and the ever greater leisure options available to people.

A number of strategies have been initiated over the years to try to address the issue of volunteer recruitment and retention, some more successfully than others. As a sport we have perhaps been guilty of consigning the volunteer to the sidelines, allowing the role to be seen as inferior to the “real” participants of the sport. Of course this bears no relation to reality, in which we often find – particularly in club motor sport – that the two groups of participants are one and the same; those competing one weekend may well be organising the next.

Gordon Shedden, Richard Egger and Colin Hilton launching Year of the Volunteer at Autosport International

interactive experience for visitors to get a better idea of what’s involved.

Hundreds dropped by, with over 270 taking part in our scrutineering competition and 110 of them indicating an interest in becoming volunteers. A further 100 show goers registered their interest in attending a marshals’ training day in the near future, while 600 got their first taste of club level

DREW GIBSON/LAT

Volunteering is one of the easiest and cheapest ways to get closer to the action and become a more active member of the British motor sport community Similarly, while marshalling accounts for a large proportion of the volunteer workforce, we must not allow the word volunteer to be used as a synonym for marshal. Officials, such as scrutineers, timekeepers, clerks and stewards, are a vital part of the motor sport community; the vast majority of motor clubs are run entirely by people in their spare time; and the events themselves are put together by enthusiastic club members for the benefit of others.

The MSA has designated 2013 as the Year of l`] Ngdmfl]]j Yf\ g^^a[aYddq dYmf[`]\ l`] campaign at Autosport International in January. The Go Motorsport stand at the show was dedicated to volunteering, providing an

motor sport with a passenger ride in the AutoSOLO. The message that those manning the Go Motorsport stand – voluntarily, of course – were keen to get across is that volunteering is one of the easiest and cheapest ways to get closer to the action and become a more active member of the British motor sport community.

Ngdmfl]]jaf_ Ydkg _an]k h]ghd] l`] [`Yf[] lg meet like-minded enthusiasts, learn new skills and gain free access to events.

In recognition of the many roles undertaken by volunteers, the JLT MSA Marshal of the Year award will now be known Yk l`] Ngdmfl]]j G^^a[aYd g^ l`] Q]Yj YoYj\$

opening it up to the likes of scrutineers, timekeepers, rescue and recovery crews, stewards and clerks of the course.

Our volunteers are among the best in the world and they benefit from high levels of training that reinforces their international reputation, but we cannot afford to take their number for granted. Second and third generation participation has always been an important anchor, but the MSA is committed to bringing brand new people into the sport, particularly at club level. That is why the message from the Go Motorsport campaign and our Regional Development Officers is always: “Join your local motor club”.

Throughout the coming year we will be devising ways of capitalising on the current public awareness of volunteering to champion the unsung heroes of motor sport and attract new recruits. But we also need the wider motor sport community to do its bit, to recognise the efforts of the volunteers and to break down any perceived barriers between “competitors” and “volunteers”.

We are one sport, with one goal, and everyone has a part to play in making it possible to have fun on four wheels. The more people we have involved, the stronger our sport will become – so let’s make sure we are able to make a compelling case to those looking to join us.

Spring 2013 www.msauk.org

17

www.ompracing.it

talking heads

SHOULD GRAVEL TYRES BE CONTROLLED IN STAGE RALLYING?

YES

JAKOB EBREY PHOTOGRAPHY

Matthew Corby Pirelli UK operations manager

Control tyres in British rallying make sense for a number of reasons. Above all, it means that the competition stays equal with nobody getting a particular advantage over anyone else – you can really see who is the best driver rather than simply the best-funded driver. There’s also an important environmental aspect; we have been able to stabilise the wear on the tyres and introduce limits to the tyres used, reducing the impact of rallying on forestry roads. The British Rally Championship is leading the way when it comes to this, and other championships will inevitably follow this example.

Control tyres keep costs down for the majority of competitors, as there is no expensive tyre war. In the current economic climate, there’s simply no appetite for tyre competition. It’s also safer and Julian Wilkes more reliable, because it means 2012 MSA English Rally rally tyres can be made stronger, champion and BTRDA rather than pushing the limits Millers Oils 1400 of performance. champion Having a tyre manufacturer so closely involved with the sport gives opportunities for I don’t think a control younger drivers: the Pirelli Star tyre policy would work Driver scheme in the UK is a across all of British gravel really good example of rallying. We saw what that, because a happened when a manufacturer control tyre was WHAT DO involved in a single introduced in the YOU THINK? Does a control tyre policy tyre supply is BTRDA 1400 make for a fairer competition? always looking for Championship: Or does it give some cars an innovative ways to advantage the number of over others? Let us make their competitors fell know what you think at msa@thinkpublishing.co. presence felt. A because the cost of uk control tyre supply competing and also allows a huge buying the tyres from amount of useful data to the single supplier rose. be accumulated, which The cost of the tyres is one ultimately benefits the thing, but another issue is that everyday motorist buying road in a championship which has car tyres. so many different types of cars

NO

competing, a tyre manufacturer may not be able to supply the same tyres for a 10-inch wheel as it can for the 15-inch wheel. I \jan] Y NYmp`Ydd FgnY$ o`a[` uses 14-inch wheels and, personally, I didn’t feel the tread pattern I was getting was as competitive as that for the bigger wheels which were used on other cars.

The BTRDA moved away from a single tyre supplier last year and immediately competitor numbers rose. You only have to look at the popularity of the BTRDA series to see how well the open tyre policy works in gravel rallying in this country.

I do understand the need for a control tyre – and in single-make championships I think it makes complete sense. I also agree with using it in the British Rally Championship and we have to be very grateful for Pirelli’s support for the sport. The thing is, if you are competing at that level, the increased cost of the tyres is not going to be too much of a concern.

Spring 2013 www.msauk.org 19

“Nothing excites me more than racing my MG around Cadwell Park”

LARA PLATMAN

He may be a proud world champion but touring car ace Rob Huff is just as happy racing at an MGB clubbie, as Gemma Briggs discovers

“When I’m racing the MG at Cadwell, I wake up before the alarm goes off, but in touring cars I want to keep hitting snooze!” Rob Huff is grinning as he says this, but it’s not quite a joke. British motor sport’s newest world champion is well known for his love of club racing and it provides the 33-year-old with the perfect antidote to the pressures of the World Touring Car Championship.

“I love my job with RML,” he reassures, “but turning up at Cadwell on a nice morning, everyone chats to each other and it’s very relaxed and enjoyable. People do it for fun. Touring cars is very different; the pressure is on and you’ve got to perform.”

While some team bosses would frown at the suggestion their driver takes as much pleasure from a clubbie scrap as a big-budget works drive, Huff’s mentor Ray Mallock in fact points to the Cambridge-born racer’s grass-roots background as one of the keys to his success.

“Through driving the MGs he has an understanding of the mechanics of cars,” says the 20 www.msauk.org Spring 2013

RML founder. “Rob also understands about the sporting side; when you are driving club and historic cars you get a respect for the machinery and the other competitors. Rob has got all that in his background and he truly understands the work that his mechanics put into preparing the car.”

Of these aspects of Huff’s knowledge and personality that Mallock picks out, perhaps the most striking are his respect for rivals and his reputation for being a gentleman on track.

Touring cars is arguably the most brutal motor sport arena – unless you include banger racing – yet Mallock pinpoints Huff’s ability to find gaps without “bashing other people out of the way”. So it is not immediately apparent how Huff, with his genuine “nice guy” attitude, has beaten some of the WTCC’s most hardboiled characters.

He started out in endurance pro karting, driving alongside his father, and held no ambitions for a career in motor racing. It was when he was given the gift of a week-long Jim Russell course for his 18th birthday that his skill became apparent and, after a few years in single-seaters, Huff made his name

rob huff

A true gentleman: Rob Huff, sporting the FIA gold lapel pin awarded to all world champions

Spring 2013 www.msauk.org 21

rob huff

Rob Huff battles it out with Tom Chilton at Brands Hatch, 2004 (left); Huff with fellow world champions Sebastien Loeb and Sebastian Vettel (below)

Perhaps the most striking aspects of Huff’s personality are his respect for rivals and his reputation for being a gentleman on the track by finishing third in the 2002 Renault Clio Cup – his first season in saloon cars. The following year he won the SEAT Cupra championship, the prize for which was a funded drive for the Spanish manufacturer in the British Touring Car Championship – and the start of his relationship with RML. Two BTCC wins and a seventh-place finish overall was enough to convince the team to keep him on board for their entry into the WTCC with Chevrolet in 2005.

“It was his speed, his obvious commitment and enthusiasm,” explains Mallock. “When we came into the world championship with Chevrolet we wanted to have a blend of experience and youth. We had Alain Menu and Nicola Larini, but we’d seen the potential of Rob in the British championship and we really wanted to put in some young blood that we could trust.”

Huff’s first two seasons were solid enough, but in the third neither he nor Larini could come close to matching Menu. “The communication was there between Alain, being Swiss, and Chevrolet. Nicola was an ex-Formula 1 Ferrari driver – he was a big, big name. And little old me?

The only thing I could bring was my driving and in 2007 it let me down a little bit,” admits Huff.

“I was getting involved in things I should not have.

Seeing Alain doing well, I tried too hard. I got a phone call from Eric Neve [Chevrolet’s motor sport manager], I was at Stansted at the end of the season, and he said, ‘Robert, I think you need to look at other options for next year.’

22 www.msauk.org Spring 2013

I was absolutely gutted. But Ray and Elaine [Mallock, HR manager at RML] wanted to keep me. RML had as much say in the drivers as Chevrolet, and they kept me.”

The Mallocks continued to nurture the young driver, whom they were convinced could win the title, and suggested he visit a sports psychologist they knew.

It proved time and money well spent, for the following season Huff finished as the top Chevrolet driver, and third overall. Despite having established his credentials as a championship contender, it would be a further four seasons until he achieved that goal. A tense finale in Macau last November saw Huff crash out of race one

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rob huff

and finish race two behind his reigning champion teammate and closest rival Yvan Muller, giving the Briton a 12-point advantage in the final standings.

“When I missed the title by three points [in 2011 to Muller] it was the worst feeling I’d had in the world, and I promised myself I would not have that feeling again,” says Huff. “The longer and harder you work at something to achieve a goal, the sweeter it is when you win it.”

Our chat is taking place in the BRDC clubhouse, where he displays the kind of enthusiasm and pride usually displayed by schoolboys, keenly pointing out his name on the Gold Star winner’s board and pulling me over to look at the trophy cabinets and silverware that bears his name.

Winning clearly means a lot to Rob Huff, but during our interview I detect only a narrow sliver of arrogance, which I find unusual for a champion. Was it this geniality that meant it took him eight years to claim the WTCC crown?

“In the short term at some points it’s held me back,” he says. “To me life is life and I’d rather have a job next year with a good team than upset everyone and win something today. One of the reasons we got to where we are is because I do not upset people, I am what I am. I’m a normal guy from a small village who got very lucky and has asked for a lot of advice along the way to be the best I can be. I have so many people to thank. My father has been my major supporter and driving force behind me.

Ray Mallock has been a huge influence and if I go further

Macau, November 2012. Huff crashed out of race one (below) but clinched the title with a second-placed finish in the final race of the season

When I missed the title by three points it was the worst feeling I’d ever had, and I promised myself I would not have that feeling again 24 www.msauk.org Spring 2013

back, the BRDC was one of the main supports as they invited me into their Rising Stars scheme.”

Huff recounts ringing up the BRDC to ask for advice back in his early days of competition, when he couldn’t decide whether to take part in the SEAT Cupra series.

They put Howden Ganley up for a chat, and he urged Huff to go where the manufacturers – and money – were to be found. It was sound advice gratefully received, and Huff is bemused by young drivers who are too naïve (or arrogant) to seek counsel.

“I think at the end of the day people see being a member of the BRDC as fantastic because of free tickets to the British Grand Prix,” he says, “but I used it for everything I could, from advice to holding sponsor meetings.”

It is no surprise that a driver as open to support as Huff loves the “family” environment of RML and the team has

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rob huff OUR TOP INTERNATIONAL TOURING & SPORTS CAR DRIVERS IN 2013 ANTHONY DAVIDSON: Former F1 driver and television pundit Davidson is also a factory works driver for the Toyota Le Mans squad and simulator driver for Mercedes AMG. OLIVER GAVIN: The reigning ALMS GT Drivers Champion, and multiple Le Mans 24 Hours class winner, continues his successful and longlasting partnership with Corvette in 2013.

JAMIE GREEN: Green will compete for a ninth season in the DTM – although he has moved from long-time manufacturer MercedesBenz to a new berth with Audi.

ALLAN MCNISH: Twotimes Le Mans 24 Hours winner McNish continues his enduring partnership with Audi in the FIA World Endurance Championship, having taken the runner-up slot last year.

undoubtedly been key to developing him as a winner.

Even though Chevrolet have now pulled out of the WTCC, and at the time of going to press Huff had yet to announce his 2013 plans, it would be a genuine surprise if the relationship were not to continue.

“You look around motor sport and there are a lot of people putting a lot of pressure on kids,” says Huff. “They want results, but RML nurture people. Ray and Elaine are the kind of boss and boss’ wife you could quite happily go for a Sunday roast with. They are genuinely very nice people and that flows throughout the whole team.”

As we head up onto the roof of the building for Rob to pose for photographs, I ask about the gold badge on his lapel. It is an FIA pin, awarded to all world champions, with his achievement inscribed on the back. At the hjar]%_anaf_ `] kYl gf Y lYZd] oal` K]ZYkla]f N]ll]d Yf\ describes the surreal feeling of having been inducted into a world champions’ gang. Then he shakes his head in wonderment and I leave him chatting with the photographer about racing MGBs. 26 www.msauk.org Spring 2013

Huff competing in a historic race at Goodwood last year; fitness training and the help of a sports psychologist have helped him become champion

GARY PAFFETT: Paffett won the DTM title back in 2005 and was narrowly beaten into second place last year – his fourth time as runner-up. This year will be his tenth with Mercedes.

ANDY PRIAULX: The fourtimes international touring car champion will start his second season in the DTM with BMW, having finished 13th in the 2012 season.

DARREN TURNER: A longtime Aston Martin works driver, and class winner in the Le Mans 24 Hours, Turner will again compete in the FIA World Endurance Championship.

Anthony Davidson

Karun Chandhok

Nick Heidfeld

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LAT

Mike Jordan realised the importance of a swift response when he crashed heavily at Silverstone in 2006

28 www.msauk.org Spring 2013

accident recovery

RESCUE ME

It’s not something a driver wants to dwell on, but it pays to know what would happen to you in the event of a serious accident. Kevin Turner gives us a crash course We all know motor sport can be dangerous. But most believe “it won’t happen to me”. And even if you do spare a thought for what could go wrong, chances are you won’t know just how much goes into giving you the best chance of survival should the worst happen.

Former British Touring Car star and current Eurotech team boss Mike Jordan certainly hadn’t realised how important a swift response is until he crashed heavily at Silverstone in 2006.

Jordan’s Honda Integra was involved in a typical BTCC scrap when Jason Plato suffered a driveshaft failure ahead of him. Jordan tried to jink round the SEAT, but ended up being fired into the wall on the outside of Woodcote.

“I remember thinking, ‘Oh, this is going to be a big effort to get me out for the next race’, and then it all went dark,” Jordan remembers. “It hit the wall side-on, on my side, and I cracked my head on the rollcage.”

As well as being knocked unconscious, Jordan suffered two broken ribs and a punctured lung, but the most immediate danger was that he was being choked by his chinstrap and helmet.

“When the marshals got to me I’d already started fitting and they called for medical assistance,” adds Jordan. “At about threeand-a-half minutes without oxygen the risk of brain damage is high, so they didn’t have much time. I started turning blue and they had to get me out pretty damn quickly.”

Spring 2013 www.msauk.org 29

accident recovery LAT

SAFETY PROCEDURE: WHAT HAPPENS WHEN THINGS GO WRONG

Serious injuries are rare, but venues are set up to anticipate a crash

At about three-and-ahalf minutes without oxygen the risk of brain damage is high, so they didn’t have much time.

They had to get me out quickly

30 www.msauk.org Spring 2013

Arron Newby on this year’s Jim Clark International Rally

JAKOB EBREY

Jordan was then worked on at the scene, with a tube being inserted into his lungs to provide oxygen. He was then taken to Silverstone’s medical centre, put into a controlled coma and flown to Coventry hospital.

“They woke me up at the intensive care unit and let me out the next morning,” recalls Jordan. “Later, I asked them how serious it was and they said for four or five minutes it was on the rocks.

“From a fairly average bump with the wall it got so serious that without that sort of back-up I probably wouldn’t be here now.”

That sort of back-up is the result of constant improvements to a system that grew out of the more lethal days of the 1970s.

“Every circuit has a licence, for example from the MSA or FIA, which stipulates the minimum safety requirement for each meeting,” says Jonathan Whelan, MSA Rescue Panel member and chief medical officer at Thruxton.

“Generally, the licence will say you must have two to three rescue units, one or two ambulances and a number of doctors – the

target time to get medical and cutting equipment to an incident is 90 seconds.

“At Thruxton the licence is two rescue units, but we tend to run with three and target 60-second responses. Serious injuries are rare, but we’re set up to anticipate a crash.”

The rescue unit crews are trained in medical and extrication procedures and many spend a season as rescue trainees.

In rallying, wannabe crews start with a marshal training day, in which fire and radio training is given. A training licence is

1 Marshals contact race/rally control.

“Usually it’s obvious from the tone of voice how serious it is,” says Whelan.

“The marshals represent the first line of medical response to any incident and they are equipped with the skills to save lives.”

2 Event is neutralised for medical teams to attend the incident.

3 A rapid assessment of the driver’s condition is made.

4 Type of extrication is determined: self-extrication (driver gets out on their own); immediate extrication (if there is an immediate danger); rapid extrication; controlled extrication (similar to what would happen in a road accident).

5 Where the driver is then taken is dictated by the injuries and the level of nearby facilities. Big meetings often carry sufficient expertise and equipment to deal with scenarios, while at smaller events it may make more sense for the injured to be taken directly to hospital.

On rallies, the rescue unit is usually on standby at the start of each stage, or at a mid-point if the stage is long.

“If required we will take the injured to a pre-arranged rendezvous point with the local services,” says Webber.

“They take them on if necessary, and air ambulances are sometimes involved due to distances from roads.”

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accident recovery

On rallies a rescue unit will be on standby at the start of each stage in case of an accident

GETTING INVOLVED

With 2013 being the Year of the Volunteer, it’s a good time to get more involved. Whether you have medical skills or purely an interest in marshalling, you could become part of one of the sport’s key rescue teams.

Marshalling is perhaps the easiest way. Contact your local car club or visit www.GoMotorsport.net to find a list of resources to get you started. Those with doctor, paramedic or nursing backgrounds should contact the chief medical officer at their local circuit.

“We’re pretty close-knit and fun people and if you are interested, get in touch,” says Whelan. “The sport can’t run without volunteers.”

Marshals rush to aid a trapped driver at Brands Hatch

granted and they then attend medical and rescue training events.

“Most people come through as marshals and want to try something a bit different,” says Charley Webber, MSA Rescue Panel member and rally rescue chief. “Once up to standard you put yourself up for a full licence

The key to surviving many serious injuries is the time it takes to administer treatment, and this is where the speed of rescue units is so vital

assessment, which is usually a casualty simulation to extricate someone from a car. If you don’t use all the required equipment in that, you will be asked to do so separately by the assessor.”

The key to surviving many serious injuries is the time it takes to administer treatment, and this is an area in which the expertise and speed of rescue units are so vital.

“Over the years I’ve been to a number of seriously injured people who died,” says Whelan. “There is nothing medical science can do for them, but you get to them so quickly they are still alive. That’s strange for doctors to deal with, but with other injuries it gives us a chance to do something to save people because you get there so fast.

“There aren’t many areas in life with that speed of response, with that level of expertise. The current set-up at a meeting is probably as good as you can get at the moment.

“Even at a club meeting we have facilities that may rival a small local hospital and at international events we’ll have dozens of specialists – such as heart and brain surgeons.

“I’ve no doubt our immediate response has helped many competitors – by reducing pain and suffering, subsequent difficulties and aiding recovery.”

No competitor wants to think about big accidents, so it’s just as well there are experts around who do.

Spring 2013 www.msauk.org 33

CALLING THE NOTES

DREW GIBSON

In the final account of his foray into rally competition, journalist Dan Prosser experiences the thrill of life as a co-driver

34 www.msauk.org Spring 2013

beginners’ rallying part 4 At 7:00am on this Saturday morning in January, I’m beginning to feel that rally co-driving isn’t really my thing. The sun hasn’t risen yet, but I’ve been shivering for 20 minutes in a gravel car park alongside a beaten-up rally car that is refusing to start. To top it off, I feel vulnerable and afraid.

Co-driving on a competitive event was the final leg of a budget rallying adventure upon which I’d embarked with a colleague, Chris Harris, some 11 months earlier. We’d bought a BMW E30 325i for £4,000, put it through its paces at Phil Price’s rally school and I’d driven it on my competition debut on the Brands Hatch Summer Stages last August. All that was left to do was call the notes.

Eventually, the 325i splutters into a lumpy, moody idle. With scrutineering and documentation out of the way, my last opportunity to do a runner has passed.

For reasons of timing and convenience only, we decided to compete at Brands Hatch again, this time on the MGJ Engineering Brands Hatch Winter Stages. Like the rally I contested back in the summer, this event uses sections of the circuit, the rally school, pit lane and paddocks to form a selection of five-mile stages. The use of stage diagrams rather than actual pacenotes, as well as my familiarity with the event, must make this the least ambitious introduction to the discipline of co-driving. I was still bricking it.

Now we’re waiting on the start line of a slippery SS1. The on-event commentator’s animated description of a Ford Focus WRC spinning at Paddock Hill Bend is ringing in my ears because I know that our BMW is immeasurably more rubbish and that the tyres – the same set I had tried so hard to destroy a few months earlier – are entirely unsuitable for the conditions. Nonetheless, I

count Chris down to the green light, surprising myself with the assuredness of my voice through the intercom. I shout “Go!” and Chris dumps the clutch. Nothing much happens. The driven wheels simply spin uselessly as the back of the car tries to overtake the front. Chris laughs because he’s amused. I laugh because I don’t want Chris to see me cry.

Once we got shifting, however, all feelings of anxiety drifted away like smoke in the wind as the need to describe accurately the road ahead occupied my conscious mind.

Chris drifted away, too, powersliding the BMW through Druids and Graham Hill Bend with unflinching confidence and at seemingly unsalvageable angles.

After the first two stages, I was beginning to see some appeal in this co-driving lark. The sensation of a rear-wheel drive car squatting down

An early start: Dan and his colleague set off for a day’s rallying at Brands Hatch

Spring 2013 www.msauk.org 35

beginners’ rallying part 4

The amateur rally crew is an amazingly hardworking thing and the volunteers that make the events possible are utter heroes Too much

confidence can As the temperatures dropped between apex and corner exit, be a dangerous and a little rain began to fall hanging in equilibrium between thing: sliding towards the end of the day, the best traction and engine output, towards the barrier conditions came back to the BMW, is satisfying from either seat. which was once again in its The early morning dew had element. Over the course of the rally I realised cleared in time for the third stage so that grip just how wrong I’d been in my initial levels were incomparable. The BMW rolled assessment of co-driving. I had a blast and I ever further on its springs as the tyres finally began to understand just how much influence found some purchase through the circuit’s the navigator has over the pace of the car. I fast and wide corners, the car feeling all at largely got over my sense of vulnerability, too. I sea and far removed from the finely balanced machine it had seemed earlier. With a modest don’t have the mettle of a professional, but we did finish 28th having started 70th.

150bhp at its disposal, the 325i is at its most enjoyable in the damp or on the loose when Throughout this saga, we wanted to traction levels can be breached at will. explore the notion of budget rallying. Our The increased grip levels seemed to rob the ready-to-rally outlay ran to £5,000, although experience of any sense of jeopardy, too. Earlier we did already have access to a tow car, in the morning I’d have been thrilled about that, but now it started to feel a little tame.

Poetically, my nonchalance was punished just moments later. We turned off the grippy circuit and onto the lower car park. As we sped towards a narrow gate on a short section of loose gravel, the car slewed sideways. Chris gathered it with a twitch of corrective lock, but my heart had already skipped a beat. With the moment over I was just about to trot out my very finest Terry Harryman impression – “Oh, dear God” – when the rear end stepped out once again on slippery mud. This time it was gone before Chris had started to wind on any opposite lock. Through my side window I could see orange cones and wooden stakes scattering this way and that as we slid towards a solid barrier. Each time I recount the tale, the distance by which we missed it shrinks by half.

I’m sure the incident appeared to be a complete non-event from outside the car, but to this novice it was, for a moment, quite terrifying. It served as a timely reminder that a little too much confidence can be a dangerous thing. I didn’t dare dismiss a single moment over the following five stages as tame…

36 www.msauk.org Spring 2013

trailer, tools, helmets and race suits.

On-event costs totalled £800, which when split between driver and co-driver represents good value for money in motor sport terms.

I embarked upon this rallying adventure with the grandiose ambition of gaining some insight into the psyche of a World Rally Championship driver. I didn’t scratch the surface, frankly, but of much more value is my newfound understanding of just how much hard work, dedication and frustration goes into just getting to the start line of a clubman event. The amateur rally crew is an amazingly hard-working thing and the volunteers that make the events possible are utter heroes. Enthusiasm for my favourite sport abounds and it’s been a joy to immerse myself within it.

Dan looks over the stage diagrams in preparation for his inaugural stint as a co-driver

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BOSCH FUEL PUMP ASSEMBLY VIEW MORE

YOUR NEW YEAR’S RESOLUTION

It’s time to get fitter – and faster – says Andy Blow, manager of the Porsche Human Performance Centre One of the most common questions we get asked at the Porsche Human Performance Centre is: “Why is fitness so important for racing drivers?” The unspoken undertone is: “because surely all they have to do is to sit on their backsides and drive a car?”

The reasons why a good level of fitness is both desirable and beneficial for racing and rally drivers are many and varied, and in this article (as well as in future ones where we delve into particular topics in more detail) we will try to explain why that is.

Reason 1 – fatigue

to the total weight of the package, so a light driver can have a performance advantage over a heavier one. Fitness and low body weight are not necessarily directly linked (rugby players for example are very fit and also often very heavy) but carrying excess fat is not going to help your car’s performance so it is better off being removed from the equation. Even in categories where car and driver weight is standardised, the option to add ballast to a car where it can positively influence grip or handling is greater with a lighter driver than if the pilot is carrying around his own spare tyres.

Whilst driving a racing car is not as physically demanding as running a marathon it can still be tiring, especially when races are long. This is due to the mixture of physical and mental stresses a driver has to endure. Anyone possessing a reasonable level of general fitness and muscular endurance is less likely to find that racing takes them close to their physical limits, and is therefore far less susceptible to suffering a downturn in performance due to the negative effects of fatigue. Fatigue affects concentration and coordination so both mental and physical performance suffer; in events that are won by relatively small margins this can be significant when all other factors are relatively equal.

Reason 3 – thermoregulation

Reason 2 – mass

Reason 4 – crash protection

Physics dictates that it’s easier to accelerate (and slow) a lighter object than a heavier one.

Depending on the kind of kart or car being driven the driver can contribute significantly 38 www.msauk.org Spring 2013

Heat stress can be a big issue for drivers, especially in closed-cockpit vehicles or when racing in hot countries. People who engage in regular endurance training cope far better in the heat than those who do not for a couple of main reasons. Firstly when you exercise for prolonged periods the body gets used to operating at a higher core temperature, and cooling mechanisms like sweating and blood flow to the skin become more efficient. Secondly, fitter people tend to have lower levels of body fat so can dissipate heat more easily. This is highly relevant as if a driver does end up overheating, the impact on performance can be catastrophic and recovery is not particularly rapid.

Crashing is an almost inevitable part of racing and with it comes the risk of injury. When it comes to surviving an impact in good shape, fitter bodies tend to fare much better than

those that are out of condition. Increased muscle bulk offers bones and internal organs protection and having a good range of motion around joints results in fewer tears and strains if impact G-forces pull and push limbs out of position. Fitter individuals also have a habit of bouncing back from any injuries sustained in accidents far more rapidly.

Reason 5 – improving fitness

Getting fit is not something that happens to anyone by accident or without concerted effort. Although some people are naturally “fitter” than others to start with, attaining real fitness requires application, discipline and motivation over a sustained period of time. The spin-off benefits that come with following a regular exercise regime include better health, well-being and an improved mental state, all of which place anyone in a position to perform optimally in all walks of life, driving included. For this reason alone, striving to improve fitness, we think, should be a big part of being a racing driver no matter at what level you are participating.

Over three further articles we will be taking two drivers – one amateur and one professional – through various tests and training sessions related to the topics to act as case studies. We will look at optimal hydration and nutritional strategies for race weekends; the importance of fitness screening for racing drivers; and strength and conditioning for motor sport athletes. We hope you’ll be inspired to consider your own fitness programme.

For more information visit www.porsche. co.uk/humanperformance

fitness

Fitness requires application, discipline and motivation over a sustained period of time, resulting in better health, well-being and an improved mental state – drivers included!

Spring 2013 www.msauk.org 39

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role play

Cadets at Castle Combe are given tabards to provide recognition that they are doing a job

CADET FORCE

LAT

Thousands of teenagers across the country are enjoying their first taste of marshalling Few 11-year-olds can say they spend their weekends telling racing drivers what to do, but for a cadet marshal directing cars through the assembly area, it’s not a tall tale.

Not only is cadet marshalling a great way for those aged 11-18 years to develop their interest in motor sport, but it’s a _j]Yl Y\\alagf lg Y ;N l`Yl [Yf k`go potential employers or higher education institutions that they are an individual with commitment and an ability to work alongside others.

Although marshalling trackside is, for obvious safety reasons, prohibited, there are a surprisingly large number of tasks that juniors can carry out. At a race event these can include working in the paddock or assembly area or helping with administration and timing; at a rally or cross country event it can be assisting with set-up and take-down of stage or control

and helping on the start-line or main time controls.

Steve Weston, clerk of the course at Castle Combe, says that cadet marshals at the circuit are usually aged between 14 and 16 and are given jobs to do in the paddock and assembly area. “One of our chief paddock marshals, Peter Tompsett, has devised a training log whereby each individual cadet has got a list of tasks to complete,” he says.

“Each time they come they get assigned a different one, from assembling cars to go out for practice to opening and shutting the gate.

A record is kept of how they performed, so it gives them a plan to follow. We try and make sure they have got the experience they need when and if they want to go out trackside [after they turn 18] although some choose to stay in the assembly area, as that is a specialised job in itself.”

Cadet marshalling is not only about training the marshals of the future, but it can

help develop an individual’s character as well. “They need to be able to follow instructions,” adds Weston, “and one of the main things is that they respect the fact that in an assembly area they are in a dangerous environment. They are dealing with moving vehicles and they need to be aware of that.

Safety is the highest priority.”

Many cadets attend with their parents, who already marshal, and this works well as all juniors will require supervision from a responsible adult, who will sign them on.

However, a child without a link to a club can contact the chief marshal direct, although they will still need to attend marshalling with an adult.

Little kit is required save for a good pair of boots and a set of waterproofs, making this a cost-effective pastime, and some clubs such as Castle Combe provide tabards for cadets. “It gives them some recognition that they are doing a job,” says Weston.

“Many youngsters have the ambition to be the next Lewis Hamilton but cadet marshalling does give them the opportunity to get involved in motor sport without spending huge amounts of money.”

Visit www.marshals.co.uk to find out more and read the MSA’s policies on cadet marshalling

Spring 2013 www.msauk.org 41

THE WORLD’S BEST ROAD EVENTS

DREW GIBSON

Few things create a bigger local buzz than a closed-road motor sport event. As the MSA lobbies hard to change UK law to make them easier to arrange, Matt James picks the top five

42 www.msauk.org Spring 2013

closed-road motor sport

Mull Rally

The Mull Rally, formerly the Tour of Mull, has taken place every year since 1969 and is one of the events every amateur rally driver yearns to contest.

Based in the picture postcard pretty town of Tobermory in the Scottish Hebrides, the tarmac stages twist through the island’s demanding roads and offer a plethora of night-time stages, which ramp up the challenge for the men at the wheel. To add to the local flavour, the signing on takes place in a distillery – where else would it be, given that this is in Scotland?

The event is organised by the Mull Car Club, which took over the running of the showpiece two years ago. The rally, which is a stand-alone event rather than being part of a championship, features a class for historic machines to allow fans to roll back the years.

For more details of the 2013 event, which takes place on 11-13 October, visit the website at mullrally.com.

Spring 2013 www.msauk.org 43

closed-road motor sport WWW.IANPAINEPHOTOGRAPHY.COM

Competitors first used the Bouley Bay course on the island of Jersey for competitive motor sport in 1921 and it has cemented its place in the British hill climb calendar – twinned with a round at Val des Terres on Guernsey – to provide an intriguing double-header in the middle of the season.

Although both road courses are barely half a mile long they provide a real test of nerve for the competitors, who complete the courses in just over half a minute.

The spectacle is breathtaking for the thousands of fans who line the courses.

The Jersey event is organised by the Jersey Motorcycle and Light Car Club (see www.jerseymotorsport.com) and the Guernsey round by Guernsey Motorcycle and Car Club (www.gmccc.co.uk). The British Championship rounds have been pencilled in for 18 July (Bouley Bay) and 20 July (Val des Terres). Details can be obtained at www.britishhillclimb.co.uk.

LAT

Hill climb double-header: Jersey (Bouley Bay) and Guernsey (Val des Terres)

Monte Carlo Rally

The Monte Carlo Rally is older than the grand prix in the principality, and is arguably the sport’s most famous event. It began in 1911 after a concept by Prince Albert, who devised the competition as a way of raising awareness and tourism for the venue.

The event starts in Valence, near Lyon, and the cars rally through day and night to reach the principality in time for the climax on Sunday.

One of the highlights for fans is the run through the Col de Turini in the Alpes-Maritimes.

Thousands of spectators pack the stage, which features endless hairpins. It was used three times in the 2013 edition and the final run through the test was under cover of darkness. It was also the bonus point PowerStage, to add even more pressure.

For details of future events see www.acm.mc.

Both road courses provide a real test of nerve for the competitors, who complete the courses in just over half a minute – a breathtaking spectacle Spring 2013 www.msauk.org 45

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closed-road motor sport Macau Grand Prix

The race around the streets of the former Portuguese enclave has become an essential on the checklist of aspiring drivers.

Its sinuous course is one of the ultimate tests for a Formula 3 car and in recent seasons, it has also become the showdown for the World Touring Car Championship.

It was largely an amateur event when it began in 1966 as a development of an automotive “treasure hunt” contested by locals, but when the headline Formula Atlantic race was replaced by a Formula 3 division in 1983, it cemented its place on the international map – particularly as the first race to the new regulations was claimed by the rising star Ayrton Senna.

This year’s event takes place on 14-17 November. For more information visit www.macau.grandprix.gov.mo.

CHANGING THE UK’S ROAD TRAFFIC ACT

The Motor Sports Association has invested a large amount of time assessing the benefits of closedroad motor sport events across the United Kingdom, and it has used contacts with the government to make sure the message reaches Whitehall.

In a study, commissioned by the MSA, the Sport Industry Research Centre at Sheffield Hallam University estimated that a closed-road event in the UK could garner around £1 million for the hosting local community.

The MSA has taken that message to the main political parties in the UK, holding meetings at party conferences to spread the word of the benefits that motor sporting events can bring.

The sport’s bosses are aiming to press legislators to tweak the Road Traffic Act, allowing local authorities to implement a temporary suspension to allow motor sport events to take place throughout the UK. It is anticipated that the Department for Transport will hold a public consultation on the issue in the first half of the year.

This legislation has the potential to enable local festivals to be built around a motor sport event, bringing great fun and economic benefit to the host community Le Mans

LAT

One of motor racing’s great must-do events, Le Mans has become a huge attraction for fans from the UK. While half of the circuit is on a dedicated racetrack, a vast swathe of the track is on roads that are open for 51 weeks of the year to French traffic. The famous Mulsanne Straight is actually the D338, before it turns right on to the D140 for the blast down towards the Indianapolis and Arnage section.

The atmosphere in the campsites among the thousands of fans is what keeps drawing people back to what is one of the sport’s most famous events. The party starts with the opening qualifying sessions on Wednesday night and it doesn’t subside until late into the night on Sunday, after the flag has fallen.

For the latest details of the 22-23 June event, visit the website at www.lemans.org.

Spring 2013 www.msauk.org 47

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Gear

IN THIS

ISSUE:

AutoSOLO p53 Buyer’s guide p50 Vintage motors p57 TAG TARGETS KART TIMING

www.sportstimingsystems.co.uk Kart racing can provide some of the most exhilarating racing for drivers and spectators alike and with this comes some of the closest finishes seen in any form of competitive sports – sometimes 10 drivers crossing the line all within a second! TAG Heuer has now introduced technology solutions to bring the timing of karting in line with major motor sport categories, with UK agent Sports Timing Systems offering advice and help to customers.

The systems include a digital photo finish, providing 1/10,000 second accuracy; ‘realtime’ live timing and tracking; and internet and smartphone live timing. TAG Heuer can also supply sector and speed trap analysis solutions, and speed trap monitoring to control race start speeds. For more information and advice contact Sports Timing Systems.

COMPETITION: WIN ONE OF TWO RACE TECHNOLOGY DATA LOGGERS WORTH £840!

Race Technology has kindly donated two of its hugely popular DL1 data loggers, complete with the GoPro video camera control leads, to give away in this issue. Each system is ogjl` /((#N9L& Race Technology has embraced the popularity of the GoPro video cameras and has recently integrated them into its data logging systems. It enables users to analyse data and video side-by-side and create HD videos with data overlays.

The DL1 data logger controls the GoPro camera via an interface cable, so both the video and data are recorded at the same time.

Loading both the data and video file into the Race Technology Analysis software is easy

WIN!

GET ORGANISED IN 2013 www.system-store.com If you’re looking to revamp your garage or workshop for the season ahead, System Store Solutions are exclusive suppliers of Italian brand Fami’s storage products. Pioneering the latest design and installation of workshops and transporters for teams in classic and historic racing right through to Formula 1, they deliver a service from fitting private garages to complete workshop re-designs. System Store Solutions provide the total design, layout and installation of the Fami product range, which is fully supported by ISO 9001 accreditation.

Their service includes project management and no-obligation site surveys.

with the automatic synchronisation process, and direct support for GoPro video format.

The DL1 data logger’s advanced GPS receiver measures speed, track position, and lap/sector times, cornering and braking forces, RPM and additional sensors including ECU data. All the data and the video is brilliantly handled in the analysis package, which will run on almost any windows PC and is simple to use.

To win one of these systems, simply email MSA@race-technology.com with the answer to the following question: “What is the maximum number of analogue inputs on the DL1mk3?” a) 8

b) 12

c) 16

The answer can be found on the website www.race-technology.com, on the DL1mk3 product page.

Terms & conditions: The winning two entries will be drawn at random by computer on the 30 April 2013 and the winners will be notified by email.

The prize includes the DL1, software, GoPro control lead and everything needed to use the equipment, but it does not include the GoPro camera.

The competition is not open to employees of Race Technology Ltd or their relatives. No prizes can be exchanged for the cash equivalent.

Spring 2013 www.msauk.org 49

BUYER’S

GUIDE

Caught on camera

Video and data loggers can help you analyse and improve your own driving. We guide you through the best units Racelogic Video VBOX

What is it? The Video VBOX Waterproof (£1,980 inc VAT for the two-camera package) is part of Racelogic’s range of integrated in-car camera and data systems designed for motor sport and track days.

Why buy this? There is a built-in VBOX GPS data logger which updates 10 or 20 times a second; the waterproof version is perfect for open-cockpit cars.

Where can I find out more? www.vboxmotorsport.co.uk or call +44 (0)1280 823803

MoTeC HD-VCS

What is it? A new high-definition video capture system with a range of features designed specifically for the racing environment with automatic start and stop in case the driver forgets to switch it on!

Why buy this? It can be powered directly from the vehicle and is capable of capturing over five hours of recording. Video can also be played directly from the card.

Where can I find out more? www.motec.com

Race-Keeper SE-10 Video Data System

What is it? A complete video and data system for £995. Adding the Race-Keeper iDash will allow real-time timing and predictive lap timing to be available in-car.

Why buy this? Race-Keeper says its product is unique as it features two video encoders, allowing the software to display two full resolution screens and export video in full HD. Where can I find out more? www.race-keeper.co.uk or call +44 (0)1327 856885

Don’t forget to check MSA regulation (J) 5.20.5!

DOGCAM VIO POV HD

What is it? A rugged high-definition video system priced at £499.95, it features four recording methods as well as in-field editing and exposure control.

Why buy this? Shock proof, dust proof and waterproof, this cost-effective system is perfect for off-road motor sport.

Where can I find out more? www.dogcamsport.co.uk or call +44 (0)1208 269 159 50 www.msauk.org Spring 2013

buyer’s guide POLE POSITION

what’s hot

The products making a mark this spring

STATE-OF-THE-ART SIMULATORS Aim Tech SmartyCam HD GP

What is it? This professional unit features the latest in global shutter CMOS technology to deliver high-resolution video as well as a wide range of data.

Why buy this? It allows you to select from a variety of in-video overlays tailored for your type of racing.

Where can I find out more? www.aim-tec.co.uk or call +44 (0)844 800 2183

Race Technology Video4

What is it? A combined video and data logger (from £995) with built-in GPS. It can include up to four cameras, with the GPS receiver recording a range of data including cornering and braking forces.

Why buy this? Data and video are loaded into the analysis software for quick trackside analysis and post-race de-brief.

Where can I find out more? www.race-technology.com

www.baseperformace.net Motor racing is one of few sports where practising your discipline is highly restrictive due to cost implications and limited track time available between events. Simulation provides an environment where you can learn a circuit without the pressure of wasting valuable track and team time.

Base Performance Simulators (BPS) packages are tailored to the needs of the driver, running state-of-the-art simulators. For more information email info@ baseperformance.net or call +44 (0)1295 27 66 11.

WHEEL MANUFACTURE DEVELOPMENTS www.speedlinecorse.co.uk Wheel manufacturer Speedline Corse has developed and patented a “free flow forming” process that it says has solved the problem of making a wheel both light and strong.

Speedline says the method is unique within the wheel production industry and means the casting used to produce the wheel is much narrower than usual, but with the same amount of alloy present. Contact Speedline Corse on +44 ( 0 ) 1952 582825 or visit www.speedlinecorse.co. uk for more information.

EXTINGUISHER TECHNOLOGY

www.lifeline-fire.co.uk Lifeline has updated its Zero 360 system, originally launched in 2006. While still incorporating its unique compression discharge technology, the traditional mounting bracket and straps have been dispensed with. The bottle is now mounted directly to the vehicle, giving added rigidity whilst making installation considerably easier. The unit can also be activated in any orientation. It is available in 2.25kg or 3kg variants, with a choice of electrical or bespoke mechanical activation. Distributor details can be found on the Lifeline website: www.lifeline-fire.co.uk.

Spring 2013 www.msauk.org

51

TILLETT RACING SEATS Introduce the B6F and B7 FIA seats

The B6 F and B7 are unique amongst FIA seats and homologated to the 8855-1999 standard.

Made by injection and cut by robot, each seat has a guaranteed thickness and consistency of moulding that hand laminating cannot match.

They are some of the narrowest FIA seats available and the incredibly light B7 only weighs 3.5 kg.

Their super rigid twin skins are comfortable even without a cover and for shoulder support. Narrow vehicles with limited cockpit space, such as historic racers, now have two FIA seat options that did not previously exist.

Don’t judge a seat by its cover.

Wider B6F XL now available

3 Castleacres Industrial Park - Castle Road - Sittingbourne Kent ME10 3RZ Tel: +44 (0) 1795 420312 - Fax: +44 (0) 1795 478821 info@tillett.co.uk www.tillett.co.uk

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02/05/2012 15:56 11:16 05/02/2013

grass roots

Reigning BTRDA AutoSOLO Challenge champion Paul Dallyn says the discipline has given him a greater understanding of car dynamics

LET’S TRY…

AUTOSOLO

LAT

In the first of a new series on competing in your road car, Ben Anderson unravels the delights of AutoSOLO If someone asked you to try AutoSOLO, you’d probably think they wanted you to use a certain kind of deodorant, or change your brand of household polish.

But AutoSOLO isn’t a brand of body spray, or a commercial rival to Mr Sheen, it’s a relatively new form of competition designed to encourage new people into motor sport.

And it couldn’t be simpler to get involved.

All you have to do is join your local motor club and then drive to your nearest event, be it on a car park or airfield. Provided your car is road legal (tax, insurance and MOT), you’re in.

“AutoSOLO came from the US, where the events cover whole weekends with hundreds

of competitors,” says Mike Sones, chairman of the MSA’s Autotest Committee. “The key factor that makes it so accessible and popular is that you have to drive the car you compete in to and from the event – there are few competition specials. Some people, like me, keep a car just for AutoSOLOs but you can use your family car straight off the drive, whether it’s a sports car, saloon, small hatchback or pretty much anything else you can think of.”

AutoSOLO is aimed mainly at the under-25s, though persons of any age are allowed to compete. It costs an average of £25 to enter an event (of which there are scores across the country each year) and the rules deliberately limit cars to “full road-going trim” to stop people stripping weight from

their machines or fitting trick parts, thus preventing the discipline becoming a chiefly technical exercise.

“The enthusiasts will always do things to their cars, but we don’t want people with stripped-out racers,” explains Steve Layton, chair of the British Trial and Rally Drivers’ Association’s Autotest committee. “The aim is to make the skill of the driver more important than the power of the car.”

In the main, AutoSOLO attracts the sorts of cheap hatchbacks that students and young drivers can afford to drive on the road: H]m_]gl )(.k$ *(-k$ NYmp`Ydd FgnYk$ FakkYf Micras and Citroen Saxos, though the class structure allows saloons with bigger engines and production sports cars.

Spring 2013 www.msauk.org 53

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“We’ve seen a growing number of Mazda MX5s this year,” adds Layton, “as people have realised they’re relatively cheap to buy, and we have one guy who’s very competitive in a Subaru Impreza. He shouldn’t be – it’s far too big – but he just drifts it all the way around!”

AutoSOLO is designed to be a simple A to B test of car control. Courses are designated by a series of gates marked by cones, with short distances between them to limit speeds. This prevents the need for cars to be heavily scrutineered or fitted with specialist safety equipment. Typically, competitors will do four different courses per event and three runs through each course, with their best two times through each layout taken to decide the result. Drivers are penalised if they hit cones or stray outside the designated lines.

Reigning BTRDA AutoSOLO Challenge champion Paul Dallyn started competing in 2010 and says the discipline has given him a greater understanding of car dynamics, as well as making him a better driver. “I drove Land Rovers off-road before I started this, so I was relatively new to driving cars,” explains Dallyn, 27, who AutoSOLOs his modified Mini. “It’s good for learning the balance and handling of your car.

“It’s about being consistent more than anything – you can go out, push really hard,

We want to grab the guys who’ll sit in a car park on a Saturday night with their mates, stereo pumping, and show them there’s something else they can do to have fun

Courses are designated by a series of gates marked by cones, with short distances between them to limit speeds

make mistakes and maybe get a reasonable time penalty. I’ve also found that trying to be smooth and carrying speed round the turns pays off a lot better than hard braking and hard accelerating out of every corner.”

Such is the popularity of a sport that only started in the UK in 2007, there is now a separate championship for more experienced drivers (the AutoSOLO Challenge kicks drivers out after three years to keep it novice-focused), for which the only extra requirement is an MSA National B Competition or Clubman licence. “We decided to have a championship because a lot of people won’t want to move on for financial reasons,” explains Layton.

“Though some will move on into Autotesting or sprinting and hill climbing.”

Dallyn will move up into this relatively new MSA championship in 2013, after rebuilding the engine in his Mini. “I just enjoy the competitive nature of AutoSOLO,” he says. “I like the fact you can turn up with a road-going car and have a whole day of competition for £25. And it’s more interesting l`Yf kallaf_ af ^jgfl g^ l`] LN ½ The average entry for AutoSOLO events is around 40-50 drivers and Layton says the sport is growing all the time. “What’s interesting is the MSA always looked at it as a feeder sport but it’s developing into a sport in its own right,” he says. “We want to grab the guys who’ll sit in a car park on a Saturday night with their mates, with an eight-grand stereo pumping, and show them there’s something else they can do that’s fun.”

Spring 2013 www.msauk.org 55

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techno file TECHNO

Keeping a vintage motor running

FILE

Maintaining a historic race or rally car is a stiff challenge, says Ben Anderson, so thank goodness for the restoration experts Building and running a competition car is not an easy business at the best of times.

Any number of things can go wrong, from crash damage to engine failures, electrical faults to plain old wear and tear.

With historic vehicles the process is even more arduous. The rules that govern what is and what isn’t allowed on a historic car (MSA, Autumn 2012, p49-51) are highly specific, so whether you’re building one back up from scratch, or simply replacing parts on one you already own, historic restoration is no cakewalk.

Thankfully, there are plenty of experts out there who can help. Historic racing ace Simon Hadfield has been involved in historic racing and restoration for 30-odd years. He says there are “two ways” when it comes to restoring period cars.

“The first is where you wheel the old car in, jack the chassis plate up, roll the new car underneath and off you go racing!” he quips. “The other is restoration.”

Hadfield is referring, of course, to the extent to which it’s acceptable to use modern parts on a historic car (MSA, Winter 2012, p19) before the car can be considered to have lost its authenticity as a period racer.

“For me, you’re trying to restore what’s there,” he says. “When that stops it’s a very fine line between restoration and recreation. How you tread that line is a personal thing.

“If the cost of restoring a part on a car is prohibitive, there’s more sense in just fitting a new one. If you’ve bought a Merlyn Formula Ford, it makes sense to go to CRD (Colchester Racing Developments, which made the cars between 1960 and 1979 and still hold all the original drawings, jigs and moulds) and buy new bits.

DREW GIBSON/LAT

The importance of restoring what’s already there: a Jaguar D-Type at Silverstone, 2009

Spring 2013 www.msauk.org 57

techno file Turning a tired-out car into something worthy of competition is a highly involved process

KEVIN WOOD/LAT

Whether you are building a car back up from scratch, or simply replacing parts on one you already own, historic restoration is no cakewalk “If you’re restoring a Genie (an American sports racer from the 1960s), where the bits never existed in England, you man up, figure out what you need to do and do it. Bodywork is a good example: if you race a Formula Ford the bodywork is probably going to get knocked off, so you fit a new nose and away you go. With a Maserati 250F it’s absolutely part of the process to reclaim every scrap of the original aluminium you can.”

Jaguar restoration expert and racer Gary Pearson, whose engineering firm was established by his father in the early sixties, says the UK is one of the best places to restore historic cars.

“There’s a massive network of cottage industries and lots of specialists out there,” he says. “Sourcing parts is a big challenge, especially on something that’s a real piece of history – like a car that’s won Le Mans or something of that calibre. We specialise in manufacturing parts for Jaguars and we do Ferrari stuff too, and we talk to people who do things for other makes.”

Pearson says no two restorations are ever the same, but turning any prized-but-tired car into something safe and worthy of competition is still a highly involved process.

“Assuming the car is complete in the first place, the first thing we do is just give it a good appraisal, check it over and see how much is original or original spec,” he explains. “We’ll look at it mechanically and check the engine over. If we don’t know it’s a runner then we’ll do a compression test too and make sure it runs. We’ll try to give it a short road test as well, to see how the axles and

58 www.msauk.org Spring 2013

the gearbox are and see if anything feels horrible – just gathering as much information as possible.”

The next stage involves examining and crack-testing components on the car to check for wear and authenticity, before repairing and replacing what needs doing.

“Every car is different,” says Pearson. “We’ve had D-Types come to us that have sat in a barn for 30 years, as well as cars which are in good condition. We recently restored the 1953 Le Mans-winning C-Type. It was all in order but the bodywork had been replaced 25-30 years ago. Then the original body turned up, so we were able to restore it and make the car original. It’s different if a car is completely worn out.”

Firms such as Hadfield’s and Pearson’s aren’t only involved in repair and restoration of historic cars, they are also valued for their abilities in driving and finetuning the set-ups on some of the world’s most exotic racing machinery.

“Restoration is one end of it, the other is people who want to go testing with us to make sure their car performs as it should do,” Pearson says. “People have seen we’ve run some successful Lola T70 Spyders recently and have sent cars to us for set-up and testing so they know they’re in the ball park.”

“Restoration is about relationships,” adds Hadfield.

“There’s no right answer. A lot depends on your relationship with the customer, the type of car you’re restoring and the budget the car needs. You can do the most wonderful restoration that ends up not being the right way to go because it wasn’t what the customer expected.”

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT SITTING WEDNESDAY 26 SEPTEMBER 2012 Mr Tony Scott Andrews Mr Ron McCabe Bob Kettleboro Appeal brought by Carlin on behalf of their driver Jack Harvey against: The decision taken by the Stewards of the meeting on 9 September 2012 against Jack Harvey on the occasion of the event run at Silverstone and comprising a round of Cooper Tires British F3 International Series

This Appeal was brought by Carlin Motorsport on behalf of their driver Mr Jack Harvey, the holder of an MSA International ‘B’ race licence, number 168392, against the decision made by the Stewards of the meeting on 9 September 2012 against Mr Harvey on the occasion of the event run at Silverstone on that date and comprising a round of Cooper Tires British F3 International Series wherein he was given a time penalty of 30 seconds, this to be added to his race time, for causing a collision with another competitor, namely Pipo Derani on the first lap of Race 2 held that day.

The said event was held under a permit issued by the Royal Automobile Club Motor Sports Association of International status and numbered 69632.

Attending this hearing were: Di AXZb ?Xim\p n_f `j i\gi\j\ek\[ Yp _`j

advocate Mr Simon Taylor Di >Xip 9fee\i fe Y\_Xc] f] :Xic`e Di G`gf ;\iXe` n_f `j i\gi\j\ek\[ Yp _`j advocate Mr Jamie Champkin The facts of the matter are that there was contact between car number 1 driven

by Mr Harvey and car number 3 driven by Mr Derani which resulted in both cars leaving the circuit and subsequently re-joining to continue racing.

The Stewards of the Meeting met to investigate the incident, interviewed both drivers in the presence of their respective team managers and viewed recordings taken from cameras mounted in each driver’s car together with circuit footage.

The Stewards determined that Mr Harvey had caused the collision and imposed a 30 second time penalty.

Notice of Intention to Appeal that decision was duly given to the Stewards on behalf of Mr Harvey and Confirmation of the Appeal was subsequently given to the Motor Sports Association each within the relevant time limits and the appropriate Appeal fee duly paid.

The Court finds that the appeal procedure was properly complied with.

The Court finds also that the decision and the penalty referred to within the decision are such that they are susceptible to appeal.

The Court considers the Appeal admissible.

Mr Harvey contends that the decision made by the Stewards was incorrect and appeals to this court in accordance with

Mr Derani states that Mr Harvey made an aggressive left turn knowing that he was still substantially alongside him and that this caused him to move onto the dirty side of the track with the result that his car oversteered.

Mr Harvey responds in terms that he turned into the corner later and at a shallower angle than would be his normal line into the corner because he was aware of Mr Derani’s presence, that his car was substantially ahead of Mr Derani’s when he did so and denies that his move was aggressive.

Mr Derani in answer to questions put to him considered that had he not needed to correct an oversteer there would not have been contact between the two cars.

The court considers that the visual evidence available to it clearly supports the evidence given by Mr Harvey and considers that he did not cause the collision for which he was penalised. It is unfortunate that the Hay Fisher recording was not available to the Stewards of the Meeting.

The Court accordingly allows the Appeal and directs that: 1) The decision of the Stewards of the Meeting be quashed, 2) Mr Harvey be re-instated in the results in the position he would have held had the penalty not been imposed, 3) Those results be published, 4) The appeal fee paid by Mr Harvey be refunded to him.

Article 182 of the 2012 FIA International Sporting Code to set aside the decision of the Stewards.

Mr Derani is content to rely upon the decision reached by the Stewards of the Meeting and resists the appeal made by Mr Harvey.

The parties presented their arguments orally and replied to questions put to them by the advocates and by the Court. The Court watched recordings of the incident in question, the recordings being from on-board cameras in the cars of both Mr Jack Harvey and Mr Pipo Derani. The Court also saw a recording of the incident which had been made and supplied by Hay Fisher for use by the Court. This recording had not been available to the Stewards of the Meeting.

Mr Harvey contends that examination of the recordings, in particular that provided

by Hay Fisher, clearly shows that when he turned into the left-hand corner at which the collision occurred he left sufficient space between his car and that of Mr Derani (which was on his left), that Mr Derani had at least one car’s width on his left between his own car and the edge of the track and further referred to the fact that Mr Derani’s car had oversteered going into the corner requiring Mr Derani to apply right-hand lock in order to correct it. Mr Harvey maintained that it was this action on Mr Derani’s part which had caused Mr Derani’s car to turn to its right and to collide with his car.

TONY SCOTT ANDREWS

In requesting approval a detailed itinerary must be submitted giving the exact distances to be covered.

Where appropriate, The Motor Vehicle (Competitions and Trials) Regulations must be complied with in all respects.”

According to the MSA the above regulation was breached in that: 1) The route over which the Rally took place was not as submitted for approval and authorisation by the MSA. 2) The Motor Vehicles (Competitions and Trials) Regulations 1969 (as amended) were not complied with in that: a) 6 control sections were timed in excess of 30mph, b) 3 control sections on the route used were less than 2 miles in length. c) The locations of 2 control points were different to the locations submitted and

accepted for authorisation.

The National Court was greatly assisted during this enquiry not only by representatives of the MSA, but by representatives of the Bala & District Motor Club who attended before the National Court in force and provided frank and honest evidence as to the events of 30 June and 1 July 2012.

The National Court found that: 1) Although the route over which the Rally took place was strictly not as submitted and subsequently authorised by the MSA, it should be noted that this was so only because of the placement of controls and not because the Rally deviated from the designated course.

2) Some control sections were longer than they should have been, whilst others were too short.

SITTING MONDAY 5 NOVEMBER 2012 CASE No J2012/20 – Bala & District Motor Club. This case was referred to the National Court for an Investigatory Hearing in accordance with General Regulation C9.

The PK Memorial Rally took place on 30 June/1 July 2012 and was organised by the Bala Motor Club. The event was a National ‘B’ status event.

The Competition Authorisation Office (CAO) of the MSA received the route application on 24 February 2012. The application was duly processed on 4 April 2012. The Police Authority for North Wales, together with the Snowdonia National Park Authority, were also sent details of the route within their areas by the CAO.

Re-routes providing revised event route details were received by the CAO on 4 May 2012 and processed on 8 June 2012.

The event authorisation in accordance with the Motor Vehicles (Competitions and Trials) Regulations 1969 (as amended) was issued on 25 June 2012.

On 9 July 2012 the MSA Observer’s report was received by the CAO together with: 1) A map of the event, showing the complete route with the locations of each time control and passage control location.

2) A route handout document as given to the competitors at the event.

The aforesaid paperwork was analysed in detail by the MSA. General Regulation R1.2 National Courses states that “The selection of any route for a Competition is subject to MSA approval.

Spring 2013 www.msauk.org 61

national court 3) There were rather more than 2 control points which were different to the locations submitted and accepted for authorisation.

4) On the basis of 1-3 inclusive above, there had been a breach of the Regulations.

The Court noted that: 1) According to the MSA observers’ report this event was: “very good for a small team using a compact route on good roads with excellent start/finish venue for the level and type of event.”

2) The Bala & District Motor Club has a good reputation for properly organised events.

In the premises the National Court directs that:

1) The Bala and District Motor Club shall be prohibited from organising any road events (as per R7.1) for a period of 2 years.

2) The prohibition at (1) above shall be suspended on condition that the Bala & District Motor Club organise their events appropriately and do not breach any of the relevant regulations.

3) There shall be a contribution by the Bala & District Motor Club to the costs of the Investigatory Hearing in the sum of £250.

The National Court wishes it to be known and remembered by all those involved in the organisation of rallies that: 1) The practice of moving time control

SITTING MONDAY 5 NOVEMBER 2012 CASE No J2012/21 – Dovey Valley Motor Club. The Rali Bro Dyfi took place on 16 and 17 June 2012 and was organised by the Dovey Valley Motor Club.

The Competition Authorisation Office (CAO) received the Rally Route Application on 16 April 2012 which was processed on 4 May 2012. The Police Authorities for Dyfed Powys and North Wales together with the Snowdonia National Park were duly notified of the event and the route to be used.

Re-routes providing revised event route details were received on 14 May and 24 May 2012. These re-routes were processed on 23 May and 29 May 2012 respectively. The Event Authorisation Document was issued on 11 June 2012.

On 27 June 2012 the MSA requested sight of all relevant event documentation from the Dovey Valley Motor Club. Some paperwork was received in response and the outstanding items by 3 August 2012 after sending further requests.

In addition to the event paperwork the CAO also obtained a copy of the

QPH.indd 1

route handout as given to competitors at the start of the event.

Upon studying the results the CAO noted that the majority of the competitors dropped a lot of time on sections which should have been straightforward given the location of the authorised control points. Accordingly, the CAO undertook a detailed analysis of the event paperwork.

According to the MSA there had been a number of breaches.

A. General Regulation R1.2 which states: “The selection of any route for a Competition is subject to MSA approval. In requesting approval a detailed itinerary must be submitted giving the exact distances to be covered. Where appropriate, the Motor Vehicles (Competitions and Trials) Regulations must be complied with in all respects.”

The alleged breaches were that: 1) The route over which the Rally took place was not as submitted to (and authorised by) the MSA for approval.

2) Contrary to the Motor Vehicles (Competitions and Trials) Regulations 1969 (as amended)

points without modifying the approved time and distance schedule contravenes both the MSA Regulations and also the Motor Vehicle (Competitors and Trials) Regulations 1969 (as amended).

2) The temptation of club officials and/or organisers to use the technique of (1) above to increase the average speed between controls beyond that permitted by the Regulations must be resisted.

3) Club officials and/or organisers must: a) Be careful to ensure that competition routes and time schedules comply with both the MSA Regulations and the Motor Vehicles (Competitions a) 4 control sections were timed in excess of 30 mph. b) 2 control sections on the route used were less than 2 miles in length. c) The locations of 10 control points were different to the locations submitted and accepted for authorisation.

B. General Regulation R11.4 which states that a manned control established to prove a competitor’s adherence to the correct route cannot be located less than 500m from any other manned control.

The alleged breach was that there were 4 instances where a manned control was less than 500m away from another such control.

Although it was initially suggested that there had been a breach of Regulation R14.1 relating to the use of Forestry Commission property without approval this allegation was correctly withdrawn.

Although the Dovey Valley Motor Club were not represented before the National Court, a detailed statement from the Vice Chairman of the Club (who was also the Clerk of the Course for the event in question) was submitted in which the majority of the breaches alleged by the MSA were accepted.

The National Court undertook a thorough examination of all the paperwork submitted and concluded that:

and Trials) Regulations 1969 (as amended). b) Manage their events so that the approved routes and time controls are actually observed throughout their event.

4) Steps will be taken to monitor the organisation of events and compliance with the prevailing rules and regulations.

5) Failure to abide by the prevailing rules and regulations will expose both Clubs and Officials to disciplinary proceedings before the National Court.

The decision was set down at 15.30 on Monday 5 November 2012.

GUY SPOLLON, CHAIRMAN 1) All the allegations made by the MSA were proved.

2) It was appropriate to deal with the matter without further delay.

The National Court took into account the Dovey Valley Motor Club’s: 1) Admitted failure to comply with the Regulation.

2) Previous record of providing well organised events.

The National Court could not, however, overlook the extent and nature of some of the breaches and, accordingly directed that: 1) The Dovey Valley Motor Club shall be prohibited from organising any road event (as per R7.1) for a period of 3 years.

2) The prohibition at (1) above shall be suspended on condition that the Dovey Valley Motor Club organise their events appropriately and do not breach any of the relevant regulations.

3) There shall be a contribution by Dovey Valley Motor Club to the costs of the Investigatory Hearing in the sum of £250.

The decision was set down at 17.00 on Monday 5 November 2012.

GUY SPOLLON, CHAIRMAN

17/10/2012 10:13

Spring 2013 www.msauk.org 63

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opinion

Simon says..

It isn’t only a paddock fry-up that gets marshals out of bed at silly o’clock, says Simon Arron

debris fencing – and a useful insight into the role’s demands. Ultimately, however, my own career in the field would be brief: during the 1976 RAC Rally I collected time-control cards at a fuel station near Ellesmere Port and, er, that’s it. Highlights included being able to savour the scent of a nicely warmed Lancia Stratos and the sight of a police motorcyclist following a Mk2 Ford Escort into the forecourt. As the rider stepped off to have a quiet word about something or other, the driver selected first and headed off into the mist.

It’s an oft-trodden cliché that British marshals are a special species, but that experience taught me a fair amount about patience and thermal resilience.

Although I haven’t since rejoined them, I’ve occasionally required their assistance (after reversing Y LNJ Lmk[Yf aflg l`] ZYfc Yl :jYf\k @Yl[`$ ^gj instance) and am always impressed by their consummate professionalism – if unpaid work can be classified thus – and good cheer. I won’t name specific circuits here, but a long stint in Formula 1 has taught me that the same standards do not apply globally.

When wandering trackside in some domains, it’s not unknown to encounter dormant lumps of orange (something I’ve never experienced in the UK).

Marshals are all too easily taken for granted and I often ponder as much when I see them signing on at daft o’clock, ready to donate another weekend to the racers’ cause. I arrive early because there are few finer starts to the day than a paddock café breakfast. This might be a consideration for them, too, but the main explanation is surely that they’re a breed apart.

There are few finer starts to the day than a paddock cafe breakfast

Having covered every Formula 1 world championship grand prix between 2001 and 2012, Simon Arron has returned to the real world and now works as features editor for Motor Sport magazine

Nowadays there is probably a law against af[af]jYlaf_ affg[]fl NYmp`Ydd NanYk$ Zml such were not the ways of the 1970s.

It wasn’t some kind of subversive training camp for arsonists, though, but an open day for budding marshals. This being a chilly February Saturday, with the racing season a few weeks away and (I’m guessing) Altrincham FC playing an away match at an impossibly distant destination such as Goole, my mate Phil and I opted to jump on our bikes and head to Oulton Park for a spot of training. We were probably 15 or 16. At that stage I had still to fathom out how to become a motor sport writer, but knew what I wanted to do and was keen to try anything that increased my involvement.

The event lasted most of the day and covered all basics – flag-signalling protocol, self-preservation and so on – but the spectacular zenith, albeit with a potentially critical purpose, was the chance to lY[cd] Y ZdYr]& Lae] Yf\ Y_Yaf$ Y [dYhh]\%gml NanY HA (you know the one, a boxy, two-door saloon built from 1963-66) was doused in paraffin and set ablaze, whereupon we took it in turns to charge in, aiming extinguishers at the driver’s compartment before moving around the vehicle to suppress the blaze fully. Most participants wore nothing more fireresistant than rally jackets and jeans, but that was deemed acceptable.

I enjoyed the experience and came away with increased respect for those on the other side of the

66 www.msauk.org Spring 2013

I am always impressed by their consummate professionalism and good cheer

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