MSA magazine, spring 2015

SPRING 2015

CHEAP MOTOEST SPORT R Lifting EVER? the li do AutoS OLO n Page 34

THE

MAGAZINE FOR BRITISH MOTOR SPORT

NATIONAL RALLYING

WHY CHANGE IS ESSENTIAL And how we all can make a difference

Lewis Hamilton, Anthony Davidson, Jolyon Palmer, Alex Lynn, Lando Norris and Enaam Ahmed

CROSS-COUNTRY TRIALS

GETTING HANDY IN A ‘LANDIE’ Under the skin of the off-road king

What’s next for

Britain’s champions Golden class of 2014 on their hopes for more glory this time…

THE ESSENTIAL GUIDE FOR CLUB COMPETITORS TRAINING FOCUS: HOW LEARNING CAN BE FUN PLACE NOTES: RETURN OF THE HILLCLIMB HOTEL BUYERS’ GUIDE: ALL THE GEAR – AND LOTS OF IDEAS!

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10:39 10:03 10:39

this issue

Contents 05 Forum

Editor’s letter and Twitter chatter

ON THE

06 Action replay

COVER

MSA Night of Champions

09 Briefing

SPRING 2015

CHEAPEST MO SPORTTOR EVER? Lifting the lid on AutoSOLO

All the latest motor sport news

Page 34

THE

MAGAZINE FOR BRITISH

MOTOR SPORT

NATIONAL RALLYING

WHY CHANGE IS ESSENTIAL

And how we all can make a difference

CROSS-COUNTRY TRIALS

GETTING HANDY IN A ‘LANDIE’

Lewis Hamilton, n, Anthony Davidso Jolyon Palmer, Alex Lynn, Lando Norris and Enaam Ahmed

Under the skin of the off-road king

What’s next for

Britain’s champions FOR CLUB COMPETI

Is it too easy to go stage rallying?

26 Cover story

TORS

LEARNING CAN BE FUN TRAINING FOCUS: HOW OF THE HILLCLIMB HOTEL PLACE NOTES: RETURN GEAR – AND LOTS OF IDEAS! THE BUYERS’ GUIDE: ALL 13/03/2015 09:54

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1

With such overwhelming talent and desire in F1’s fastest car, it would be surprising if Lewis Hamilton didn’t prevail p32

MSA development manager Jess Fack on the importance of clubs

23 Talking heads

on their Golden class of 2014 this time… hopes for more glory

THE ESSENTIAL GUIDE

19 Opinion

Britain’s international class of 2014 tell us how they are shaping up to achieve more glory this year

34 AutoSOLO

Taking grass roots motor sport to the people – in a car park at Birmingham’s NEC…

26 51

36

36 Scottish Review

MSA chief executive Rob Jones speaks candidly about his tough stance on rally safety in the UK

42 On Assignment

Proof that training seminars can not only be useful, but also fun

44 Vital Stats

Lowdown on the rough ’n ready world of Cross-Country Trials and the venerable Land Rover

47 Toolkit

CONTRIBUTORS

The latest digital control system

48 Buyer’s guide

Presenting a selection of helmets

51 Place Notes

Hillclimbing returns to the Chateau Impney hotel

53 National Court 66 Simon says

Battersea Park ‘ePrix’ inspires thoughts on disused circuits

Marcus Simmons Britain’s most respected expert on the junior single-seater scene presents our cover story this month

Mark Hughes Motor Sport’s illustrious Grand Prix editor takes his MSA magazine bow with a profile of F1 champ Lewis Hamilton

Scott Mitchell The new MSA Young Journalist of the Year sits in on a training seminar to find out how race officials learn to do their jobs

Spring 2015 www.msauk.org

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letters

Forum

facebook.com/msauk twitter.com/msauk

EDITOR’S LETTER At the MSA Night of Champions in January, the governing body celebrated an incredible year for British motor sport.

In 2014 UK drivers enjoyed success across the spectrum in a way that had echoes of the ‘golden era’ 1960s. Now this talented generation is full of real hope to reach even greater heights.

Nothing can be taken for granted in Formula 1, but surely few would argue with Lewis Hamilton’s status as early-season favourite, as he attempts to become Britain’s first back-to-back F1 champion, a feat beyond even Clark and Stewart.

A world title in endurance sports car racing clearly meant a great deal to Toyota star Anthony Davidson, but a Le Mans win is what he covets now. Meanwhile, Britain’s GP2 and GP3 champions, Jolyon Palmer and Alex Lynn, are maintaining that vital career momentum with respective F1 reserve driver roles at Lotus and Williams.

Then there’s young kart champions Lando Norris and Enaam Ahmed, who take their first racing steps in cars this year. We catch up with our champions on page 26.

Elsewhere in this issue, more sobering subjects are addressed. UK stage rallying looks forward to the British championship relaunch in 2016, but it finds itself under the spotlight for other reasons too. The MSA is taking a strong position on safety; the sport’s survival is at stake and chief executive Rob Jones speaks plainly on p36.

Damien Smith, Editor

EDITOR Damien Smith PUBLISHED ON BEHALF OF MSA BY: THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)

Motor Sport Magazine Ltd. 38 Chelsea Wharf, 15 Lots Road, London SW10 0QJ Tel: 020 7349 8497 www.motorsportmagazine.com

YOUR THOUGHTS!

We want to know your opinion on which motor sport issues MSA magazine should cover.

Email us at msa@motorsport magazine.co.uk

Steve Rider hosts MSA awards night at the RAC in January

WHAT PEOPLE ARE SAYING ABOUT THE MSA ON TWITTER @PaulHollywood Well I did my race licence today and passed thanks @JonnyAdam @BeechdeanAH @MSAUK @Brands_Hatch

@NickYelloly Heading to @lborouniversity this afternoon with the @MSATeamUK for a training camp before the season gets underway. Time to get fit!

@Andrew_Frankel Ever wanted a gentle introduction into the world of navigation rallies? The @MSAUK Spring Classic in late April has your name on it

@hockeyshooter If you have any queries about your race licence application or renewal, do *ring* the @MSAUK - they’re very helpful.

@TomGaymor Pretty impressed with the pace of the new @MSAFormula car… Goes well, looks nice on track too. #Rockingham

@TeamWelham Email Tuesday to say race licence gone to printers, arrived today. Great service @MSAUK. The next chapter begins

ART EDITOR Damon Cogman DESIGNER Zamir Walimohamed NEWS EDITOR Tim Swietochowski SUB EDITOR Gordon Cruickshank ADVERTISING Peter De Vries, Kit Brough & Marc

Butler – kit.brough@motorsportmagazine.co.uk peter.devries@motorsportmagazine.co.uk marc.butler@motorsportmagazine.co.uk COMMERCIAL DIRECTOR Sean Costa PUBLISHER Sophia Dempsey PRINTED BY: Precision Colour Printing

THE VIEWS EXPRESSED

BY THE INDIVIDUAL CONTRIBUTORS ARE NOT NECESSARILY THOSE OF THE MSA. EQUALLY, THE INCLUSION OF ADVERTISEMENTS IN THIS MAGAZINE DOES NOT CONSTITUTE ENDORSEMENT OF THE PRODUCTS AND SERVICES CONCERNED

BY THE MSA.

Spring 2015 www.msauk.org

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DATA BURST

WHO: 2014 MSA British Champions and special award winners WHAT: MSA Night of Champions, Royal Automobile Club WHEN: Saturday January 24, 2015

FIA President Jean Todt and Formula 1 legend John Surtees crowned the 2014 MSA British Champions during the latest annual Night of Champions ceremony.

The winners of UK motor sport’s most prestigious titles were joined by a series of special award winners, each recognised for outstanding achievement throughout the past year.

6 www.msauk.org Spring 2015

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Spring 2015 www.msauk.org

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news

IN THIS

ISSUE New Race ’n’ Respect scheme Solway Car Club in focus Opinion: why clubs are vital

Briefing Team principal Toto Wolff will welcome the winners, as his team did in 2014 (below)

MERCEDES

RALLYING

ROAD SAFETY

MERCEDES F1 TEAM BACKS MSA CAMPAIGN Competition winners to visit Monza Grand Prix The Mercedes AMG F1 team and the FIA have renewed their support for the MSA’s annual road safety campaign – a film-making competition featuring a prize trip to the Italian Grand Prix, courtesy of Allianz.

First run in 2014, the initiative – backed by the FIA Road Safety Grant Programme – challenges 16- to 24-year-olds to create 90-second films highlighting the FIA’s 10 Golden Rules for Safer Motoring. For the second year running, the prize cheques – now worth £4,000 – will be presented at Monza.

Toto Wolff, Head of Mercedes-Benz

Motorsport, said: “The MERCEDES AMG PETRONAS Formula One™ Team is delighted to be involved in the MSA Film Studies Competition, supported by our partner Allianz, again in 2015. The FIA Action for Road Safety is a fantastic initiative, and we’re looking forward to welcoming this year’s winners into the garage for a tour at Monza.

A trip to a Grand Prix is a great prize and will definitely get young people thinking about the importance of road safety.”

Competition details – including the entry form – can be found via the www.msauk.org homepage.

£41,000

The amount raised for clubs, schools and groups by the volunteers who organised Wales Rally GB’s spectator car parks.

PRIZE ENTRIES UP FOR GRABS Wales Rally GB will provide a fitting climax to the British rallying season by offering free entries to the country’s top talent travelling the Road to Wales.

Introduced in 2013, the programme gives some of Britain’s best crews the opportunity to compete against the sport’s elite on the UK’s round of the FIA World Rally Championship.

This year’s prize entries will go to the four home countries MSA rally champions and the BTRDA Rally Series winner, plus one crew from each of the events that comprised the 2014 British Rally Championship calendar.

Among last year’s beneficiaries was 21-year-old Welshman Osian Pryce.

“Not having to pay for my event entry meant I could focus my budget on other areas such as moving up to an R5 category car,” he said.

“There aren’t many prizes in rallying and the Road to Wales award is something I just had to take up.”

For details, visit www.walesrallygb.com Spring 2015 www.msauk.org

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news

RALLYING

4WD BACK IN BRITAIN’S TOP TIER

MSA ACADEMY

TEAM UK PUT THROUGH ITS PACES AS SEASON BEGINS New recruits join national squad to boost driver fitness at MSA Academy training camp Top young racers Ben Barnicoat, Dan Lloyd and Seb Morris had their first taste of life at the pinnacle of the MSA Academy during an intensive pre-season coaching camp at Loughborough College.

Team UK’s new recruits joined their national squad team-mates for four days of physical and mental activities, including one-on-one coaching and programme planning for the year.

Some had already trained at the state-of-the-art venue as former students on the MSA Academy’s AASE programme for 16to 18-year-olds.

Barnicoat, 17, said of his first Team UK event:

“The great staff at Loughborough College have given us real insight into what we can do outside our normal training routines,” said the reigning Formula Renault 2.0 NEC champion. “It’s been really motivational, for example when watching top gymnasts train while attempting it ourselves; we all think we’re fit racing drivers but seeing them was very eye-opening.”

Peugeot-backed rally driver Chris Ingram, 20, has also been hand-picked to join Team UK. Like all members, he has been assigned an MSA Performance Manager and will benefit from a bespoke coaching programme during this season.

The new-for-2016 MSA British Rally Championship will feature four-wheel-drive machinery in its leading classes, supported by a strong two-wheel-drive class structure for career-minded drivers.

International Motor Sports (IMS) confirmed the BRC will welcome all homologated rally cars up to the R5 class. “The R5 concept was created by the FIA to bring in much needed cost control without compromising on performance,” said Ben Taylor, IMS Managing Director.

“It has been widely adopted throughout the sport, so now seems like the right time to welcome it properly to the UK market.”

MSA Performance Director Robert Reid said retaining a two-wheel-drive element is crucial: “It is clear that the best apprenticeship for young drivers is to learn their trade in the competitive two-wheeldrive classes. It is essential that young drivers understand that they do not have to prove what they can do in an R5 car too early in their careers.”

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MY MOTOR SPORT RESCUE REWARD

Q&A with Richard Aston, JLT MSA Volunteer of the Year How did you become a rescue specialist?

Allan McNish and MSA Chief Executive Rob Jones at the Autosport show

I started marshalling in the 1970s and kept going until meeting John Felix, who was – and now is again! – chairman of the Rescue Panel. He asked if I knew anyone interested in joining a rescue organisation that was short of people. I thought it would be another string to my bow, so I joined what became Northern Rescue and found I enjoyed rescue even more than marshalling. Then in 1990 a few guys and I formed Calder Rescue, which I’ve run ever since.

KARTING

YOUNG KARTERS URGED TO RACE ’N’ RESPECT Allan McNish backs new code of conduct Sports car racing legend Allan McNish has backed the governing body’s new Karting Code, which champions fair play, fun, friendship and respect for all within the sport.

Race ’n’ Respect is being rolled out across Bambino and Cadet karting.

It is underpinned by statements and values that everyone involved in this year’s MSA Bambino and Cadet Kart Championships must uphold to demonstrate their commitment to creating the best possible environment for safe and enjoyable karting.

McNish launched the initiative at Autosport International, along with MSA Chief Executive Rob Jones, Race and Kart Executive Cheryl Lynch, Kart Committee Chairman Nigel Edwards and Super One Series’ John Hoyle.

“For me and for many other racers out there, karting is where it all begins,” said McNish. “It’s where you learn not just how to race but how to go about your racing, how to conduct yourself and how to be a professional. That’s why I’m 100 per cent behind Race ’n’ Respect, which is all about starting out on the right foot and recognising that since everyone involved in the sport shares the same

love and passion for it, they should also share the utmost respect and good will for each other.”

The values encapsulated in the new Karting Code are: • Respect – for all participants: competitors; organisers; officials; volunteers and parents. Please treat people how you expect to be treated • Fair play – respect the rules, the regulations and the spirit of the sport • Self-control – be in control of your emotions and actions at all times • Good manners – be polite to others. Be humble in success and gracious in defeat • Sincerity – be honest in your thoughts and actions and treat everyone fairly.

All those who sign up to the Karting Code will receive Race ’n’ Respect stickers, badges and wristbands to wear and display with pride, both on and off the track.

How has the role changed in that time?

When we first started Calder Rescue, it was four guys with a rescue licence and a first aid certificate in a van with some gear. It’s become a lot more sophisticated now, in terms of the equipment and pre-hospital medicine.

So our standard of pre-hospital care has increased tremendously.

What do you get out of it?

With 25 years of Calder Rescue and five years at Northern Rescue, I feel I’ve gained a lot of experience and have a great deal of knowledge to pass on. A crew chief always needs to be on top of his crew and that’s what I pride myself on. Also, it’s knowing that people walk away from an accident because of training I’ve delivered. Recently a competitor was helping on a night rally and came across an accident; he posted a message on Facebook thanking me for my training because he knew what to do on scene. That to me is as rewarding as being named Volunteer of the Year.

How did it feel to win that award?

Fantastic! It’s a lifetime achievement and very unexpected. We are still debating where to put the trophy; I don’t have a trophy cabinet! I feel very honoured, and it’s given me more confidence; I know what I’m doing is right because it’s been noted and appreciated. www.msauk.org/Get-Started/ Volunteering/Rescue-Recovery

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news

RICH SAMS

Time Attack events will in future come under full MSA regulation

REGULATIONS

LATEST RULE CHANGES FROM MOTOR SPORTS COUNCIL UK motor sport’s regulatory body updates rulebook Changes to the 2016 MSA Yearbook include the addition of a regulatory framework for the Time Attack discipline. Similar to sprinting but only on closed circuits and with multiple cars on track at once, Time Attack has run under the MSA’s auspices since 2010.

In hillclimb, certain cars must have an FIA-homologated harness from 2016.

Race rules have also been tweaked so that time penalty limits are no longer disproportionate for circuit racing, and to allow for different competition number

formats to be used in the same event.

Another amendment for 2016 gives provision for rear-wheel-drive rally cars to be converted to four-wheel-drive. New rules also provide for competitors wishing to use post-1975 non-homologated Series Production cars in historic road rallying.

Judicial rules from next year include allowing Stewards to delegate their authority to others when a decision or hearing is postponed to a later date, and clarify that appointed Judges of Fact must be named specifically in official

documents. Meanwhile a technical clarification combines two regulations covering the time permitted for evacuating a vehicle.

Immediate rule changes give karters the option to use the CIK-FIA’s new detachable front fairing system, which is designed to discourage contact between karts. Also with immediate effect is a change to Tyre List 5 to cater for Sports UTVs in Cross Country.

Council was further informed of the Executive Committee’s immediate regulation change regarding the new role of Safety Delegate, who – where appointed by the MSA – has overriding authority in matters of safety.

All these changes and more will be detailed in full at www.msauk.org/ The-Sport/Regulations

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news CLUB FOCUS

SOLWAY CAR CLUB

Excelling in all areas north of the border

“Well away from any major routes, Solway Car Club – with its 57-year-old history – is almost hidden away in the extreme south-west of Scotland and is a veritable treasure.” So reads the apt citation for the club’s JLT MSA Club of the Year award, collected during January’s MSA Night of Champions at the Royal Automobile Club on Pall Mall in London.

Joining Solway CC chairman Donald Peacock to collect the JLT Rosebowl trophy was Norman Gowans, who has been club secretary for more than 30 years. Asked what makes the club special, he pauses before saying: “It’s quite hard to put into words but a lot of good people put a lot of time into it. It’s a great thing for them to have the honour of being named Club of the Year because they know they all had a part to play in that success.”

The club was formed in 1957, when a local doctor got together with other car enthusiasts. In the early days it focused primarily on road rallies – some of which were 200-milers – and autotests. These days it runs 22 events and while there is a continued emphasis on the grass roots, it also organises not one but two stage rallies: The Galloway Hills Rally and the Solway Coast Rally.

The former is more than 40 years old and is a round of the MSA Scottish Rally

Championship, while the latter has both junior and senior categories totalling almost 100 entries. “It’s quite intense but we’ve got a good team, including three Clerks of the Course, so that helps!” says Gowans. “There’s one team for each event but they help each other and share manpower, because we’re not a big club; we have around 140 members. The Galloway Hills Rally is co-promoted with the Machars Car Club and East Ayrshire Car Club, so we also benefit from their assistance.”

The Solway Coast Rally uses the Tarmac roads of the MOD firing range at Dundrennan and the club’s strong

Running these big events, safety is paramount and we need our marshals more than ever

Founded 1957 Membership 140 Website www.solwaycarclub.co.uk

relationship with the facility – fostered over a long period – was a key factor in its MSA award win. “It’s a very important relationship,” explains Gowans. “We used the facility originally for the first year of the Galloway Hills Rally in the 1970s but it’s really over the past 10 years that we’ve made inroads there. The Commandant has been very helpful and in return we’ve put quite a bit of money into repairing some of the roads, which the MSA Club Development Fund has assisted us with.”

The club also recognises the vital importance of skilled marshals; it has instigated first-aid training for all its volunteers and is currently organising a training event with the support of its local Go Motorsport RDO. “Running these big events, safety is paramount and we need our marshals more than ever,” says Gowans. “Marshalling is something we’re going to push to promote and incentivise this year.”

With such breadth and depth of experience, together with a strong roster of events and a commitment both to attracting and developing marshals, it is easy to see why Solway CC achieved its Club of the Year status. As the award citation also says: “With membership at an all-time high and increasing, they are energised and excited by future developments.”

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13/03/2015 11:41

opinion

GROWING THE BASE OF THE PYRAMID

Clubs are the bedrock of UK motor sports and must be supported, says Jess Fack, MSA Development Manager

MSA’s Go Motorsport campaign invites newcomers to try a spot of AutoSOLO at no cost – or risk

Having grown up around club motor sports and competed and volunteered for many years, particularly in sporting trials, it is exciting to be tasked by the governing body with developing and growing the sport at grass roots level.

When I first joined the team at Motor Sports House in 2012, Go Motorsport was morphing from a marketing campaign to a programme aiming to increase grass roots participation by actively supporting the development of MSA clubs. After all, the Go Motorsport brand has nothing to sell; the clubs are our motor sport delivery network.

Since then, the Regional Development Officers (RDOs) have been instrumental in achieving Go Motorsport’s aim, which is: to work together as one sport, to be accessible, friendly and fun and ultimately get more

people involved at club level. With the RDOs coming from a club motor sport background and with the MSA taking central responsibility for proactively strengthening UK motor sports, a positive momentum is building behind our development activity.

Our work falls into three main strands: Club development, participation and taking motor sports to the people. Interlinked with

I can say hand on heart that the MSA is committed to growing motor sport, and recognises that this need not start with a competition licence

these is the need to ensure that we are retaining competitors and volunteers as well as recruiting; this can be a fine balance and one that will not produce the best overall outcomes if biased one way or another.

The RDOs’ activity is varied and can include anything from helping clubs obtain funding and coordinating public passenger rides in demonstration AutoSOLOs (which is proving to be a very successful recruitment tool) to establishing links with colleges and other clubs. The RDOs are working across the UK to create as many chances as possible for clubs to engage with new venues, audiences and ideas, and I urge you to contact your local officer to make the most of the opportunities and support available.

Centrally, I can say hand-on-heart that the MSA is increasingly committed to Spring 2015 www.msauk.org 19

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opinion helping grow the sport and recognises that motor sport does not necessarily start with an MSA competition licence. With this in mind I have been working with a number of the sport’s specialist committees to encourage them to think about the easy routes into their discipline and to start looking at how the ‘products’ (especially at grass roots level) can be packaged so they are easily understood and accessed by new people. With today’s hectic lifestyles, if it is not visible or easy to engage with then there are countless other leisure options for people to choose from. This work will form future initiatives and direct resources, with the aim of creating a stronger sport.

There is now a really solid baseline to work from and build upon but there is still a huge amount to be done. In the future I will be looking at the ‘offer’ that is so essential in ensuring that people are not only attracted to the sport but, once the bug has bitten, stay there. As membership organisations – this covers the MSA, regional associations and clubs – we all need to look at how we operate and ensure that we offer our membership products that are relevant, easy to engage with and value for money.

Motor sport is in the fortunate position of being an exciting product that is a very easy sell, in theory. One of our current challenges is that it is perceived to be an elitist pastime whereas in reality, regardless of age, gender or physical ability, everyone can compete together in the same event.

Another is that is also perceived to lighten the wallet incredibly. Of course that can be the case but our development work highlights the fact that actually motor sport is accessible and you don’t have to break the bank to take part – there really is something for everyone, regardless of budget.

The focus on growing the sport from the participation level upwards is key; if you imagine the sport as a pyramid, the bigger the base – i e the grass roots – the more solid a foundation we have to build on. It also

Trialling is just one of the motor sport fields which are easy to enter and not expensive to compete in at club level

Our work highlights that motor sport is accessible and you don’t have to break the bank to take part.

There really is something for everyone means there is a larger pool of people who may potentially take their sport beyond leisure and flow into the MSA Academy talent pathway, which is aiming to produce world-class talent. Success on the world stage yields greater coverage for the sport and inspires others to get involved.

Returning to the pyramid example, growing the base strengthens the tip, which helps

grow the base further and eventually creates a virtuous circle. By nature this will continually create a stronger sport, not just with more competitors but with a larger – and vital – volunteer workforce, too.

The Go Motorsport programme has come a long way and is almost unrecognisable from its original guise when it launched in 2008.

The term ‘sports development’ implies a

continuous forward momentum and this is what we are trying to do – create new and accessible opportunities for people to get involved in competing and volunteering, now and in the future.

With the buy-in from clubs and volunteers – thank you for your support! – motor sport is beginning to realise the benefits of our efforts. Everyone has a shared responsibility to help ensure future generations can have fun on four wheels; I am honoured to play a part in this process and give something back to club motor sport, especially as I have got so much out of it. I am looking forward to the year ahead – this is just the beginning!

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13/03/2015 11:46

talking heads

Is it too easy to get into stage rallying?

WHAT DO YOU THINK?

FIA ERC

Is British stage rallying too accessible to the inexperienced? Or would tougher licence procedures just put off new competitors?

Let us know what you think at msa@motorsport magazine.co.uk

YES Iain Campbell, Mull Rally clerk of the course

As a rally organiser I’m as painfully aware as the next man of the need to turn as many rally fans into rally drivers as possible.

But giving a rally driver a competition licence comes with a responsibility. I was at the

start of the McRae Stages a few years ago and met a couple of lads completely new to the sport. They came into the control on their way to the ceremonial start with their helmets on, ready to give it the full beans up the high street.

They had no idea they had a road section to do first. I was absolutely amazed.

It’s guys like this we need to put an arm around, get them out on some road rallies, get them into car clubs, get them involved and give them a solid and perhaps even more formal grounding in the responsibility they’re undertaking.

NO Danny Corlett, 17-year-old would-be competitor

I’ve just finished building my rally car and all I want to do is go out and compete. Already, I have to spend £180 on a BARS test – that’s the price of a decent set of part-worn tyres or some new brakes for the car. Surely the

experience you get from competing at lower levels of motor sport or being around a family which has competed and been part of a car club for as long as I can remember helps a little bit?

I was always brought up on rallying being really sociable and inclusive, but making it harder to get started in the sport I love will just turn people away.

If anything, the organisers of rallies need to be making it easier; trying to encourage more competitors to come to the sport. Looking at the number of entries on some events, making it harder to start is the last thing we need.

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UK Champions

A CHAMPION In 2014 British drivers dominated the international scene in a manner not seen since the 1960s. As they told Marcus Simmons, our champions want more of the same this year, too

Anthony Davidson WORLD ENDURANCE CHAMPION His FIA World Endurance Championship success with Toyota and co-driver Sebastien Buemi was not the global honour Anthony Davidson had in mind when he was struggling to get to – and stay in – Formula 1.

“When you’re climbing the ladder F1 is your

ultimate goal,” he says. “I’m glad I got there, and only through talent rather than money – that’s a real rarity, especially these days. I don’t look back at those days with any regrets; I was lucky to get the chance.”

Since the Super Aguri F1 team folded partway into the 2008 season, Davidson has reinvented himself in the top echelon of sports car racing, initially with Peugeot’s LMP1 team and now with Toyota.

“I’m loving what I’m doing, driving these cars,” he grins. “I’d never really given it that much thought before, but the first time I drove the Peugeot, in a test at Paul Ricard, I absolutely fell in love with it. I didn’t want to do anything else. I haven’t looked back.”

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F1 is a very selfish occupation, but endurance racing demands compromises and a suppression of ego towards ultimate success. In a way, it’s like a marriage.

“It really is!” laughs father-of-two Davidson. “It’s amazing how much you have to share. It’s vital to click with your team-mate in that type of racing and it takes work, like any relationship, and just like bonding with your engineer and mechanics. Sebastien and I have really worked at it since the beginning of 2012. We did have our rocky moments but coming through those have made us work better together.”

Just like Davidson and Buemi, their new-for-2015 co-driver Kazuki Nakajima has F1 pedigree, which the

Davidson had his crack at F1 but says that since switching to WEC he hasn’t looked back

TOYOTA

GENERATION

Brit views as a positive. “F1 cars are really similar beasts to LMP1,” he argues, “and in my experience they’re the ultimate proving ground. I learned so much there as a test driver [initially to spectacular effect at BAR].”

The ambition for 2015 is a second successive WEC crown, and a crack at taking a maiden Le Mans 24 Hours win. “That’s a fickle race,” sighs Davidson. “I’d love to win it, but having won the world championship takes away that need to win it. I’m so over it now – I’ve led it so many times, had the chance to win it, but it has to come to you. You can’t force the victory there – everyone who’s ever tried to complete a 24-hour race knows you need luck. I feel I deserve a win, but if it never happens so be it: I know the reasons why.”

There’s also the matter of the Silverstone 6 Hours in April. “We saw 30,000 people there and that was a huge success,” enthuses Davidson. “If we can pull off 50,000 that would be amazing. I’m really looking forward to it!”

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Jolyon Palmer GP2 CHAMPION With so many experienced drivers sticking around for a long tenure in the GP2 Series, you have to be hugely on it to get ahead.

Jolyon Palmer managed that in 2014, winning the title with the French DAMS team at his fourth try. In doing so he followed the previous four champions (including F1 racers Pastor Maldonado and Romain Grosjean), who all had four or five cracks at it before succeeding…

“The first thing is that the Pirelli tyres are really difficult, which gives the experienced guys the edge,” he says. “Then you don’t get a lot of track time [due to tight testing restrictions], and finally the level of competition is

so high: guys are at the top of their game, and when they’ve been around so long they’re tough to beat.”

With 2011 and ’12 as learning campaigns, Palmer had two big attacks, starting in ’13 with Carlin. “I had a reasonably strong year in 2012 and thought ’13 would be the year,” he recalls. “But I had a lot of bad luck with a chassis problem. We switched cars for the second half of the year and I showed title-winning form, so when I moved to DAMS I knew it was the year it could all happen. It was just a matter of putting it all together.”

Palmer was quick, and excellent racecraft – hard but fair – netted him plenty of extra points. “That’s always been one of my strengths,” he says. “When I had the chassis problem with Carlin I was carving through to the top six or eight. But when you’re going for the title it’s such a high-pressure situation: you can’t afford a DNF and there’s a lot more at stake.”

Jolyon Palmer’s GP2 title is equivalent to his dad’s F2 crown – but today F1 is a bigger jump than ’83

GP2

UK Champions

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Alex Lynn

When I switched to DAMS I knew this was the year it could all happen.

It was just a case of putting it all together

GP3 CHAMPION

Despite a strong F1 test with Force India in Abu Dhabi, Palmer knew his work was cut out to secure a race seat.

Instead, he’s gained a role at Lotus that at least gives him a foot in the door of the sport’s pinnacle. “There’s not a lot more you can do [to get into F1] than win GP2, but it’s just circumstance: there are 18 cars and a lot of money being thrown around to get drives. But I’m happy with my role at Lotus – there are some test days and Friday practice running, so that will get me some good mileage.”

It’s certainly a lot harder to break into F1 than when his father, Jonathan Palmer, made the step as the 1983 European Formula 2 champion. Palmer Sr is ultraenthusiastic in his support of his son, who says: “He was pretty chuffed with my title! He’s a good mentor and it works well, but every year he takes more of a back seat as I get more experience and knowledge.”

Lynn made his mark early in GP3 season to confirm his title campaign. GP2 awaits – along with a Willams F1 test deal

RED BULL

LAT

WILLIAMS

Question: name the current British Formula 1 driver who’s won a Grand Prix without yet having made an F1 race start. Answer: that’s Alex Lynn, whose triumph in the 2013 Macau Formula 3 Grand Prix was followed by a title-winning GP3 Series season, and who this year will be a Williams test driver as well as contesting GP2.

“We set out our stall very early,” says Lynn of his successful GP3 campaign last year with Carlin. “There was a massively high work rate from December onwards and we hit the ground running. That was the key to the whole championship.”

Often, GP3 titles are won thanks to a late-season victory spree, but Lynn wanted to break with tradition to get the legwork in early. He did so, with scorching testing pace and a run of early-season poles and wins in the Saturday races (these being the ones that offer higher points, with Sunday races being run off a reversed grid). “I wanted to avoid the GP3 notoriety of someone winning it late,” he explains. “I wanted a really strong campaign throughout, to never let it come into doubt in anybody’s mind that I was going to win it.”

With the title under his belt, Lynn went into the post-season Abu Dhabi GP2 tests keen to sample the higher category, and got an unexpected bonus in sampling a Lotus Formula 1 car – his first taste of Grand Prix machinery.

Already there were negotiations going on with Williams, which finally reached fruition in late January. “The day before I flew out to Abu Dhabi for the GP3 final I was at Williams having an evaluation,” he says. “There were a lot of positive conversations coming out. I’m so happy to have the deal: Williams is my best chance of getting into a race drive and they’re putting a lot of effort into that.”

In addition, he moves into Jolyon Palmer’s old berth at the DAMS GP2 team. “Just after joining them I was having lunch with the engineers and they said, ‘You’re a typical Englishman – you can do the same job as Jolyon!’” he grins. “They were very impressed with him and I’d be very happy to do a similar job to him.

“It’s going to be difficult, though. I think GP2 this year is going to be extremely competitive: there are a lot of highly rated guys going head to head. There’s a crescendo of drivers who’ve won championships at a junior level all coming together, and that’s as exciting as it can get.

It’ll be a lot of hard work but I feel ready for the challenge.”

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UK Champions

Lando Norris KF KARTING WORLD CHAMPION

Lando Norris (yellow cap, left) and Enaam Ahmed (centre, white overalls) with the Ricky Flynn team

KARTPIX.NET

Once upon a time Fraser Sheader was the ‘whateverhappened-to?’ karting rival of Lewis Hamilton, but now he – along with ADD Motorsports partner Mark Berryman – is helping youngsters make the transition from karts into cars that he never quite pulled off.

Sheader’s and Berryman’s latest prospect is Lando Norris. He turned 15 in November, but before then the Glastonbury racer became the youngest ever to win the World KF1 Karting title, in his first year after graduating from KF Juniors. As he did so, he was eyeing a move into the new MSA Formula for 2015 – a switch into UK single-seater racing he could never have made this year had the category not been evolved.

“I didn’t know 100 per cent if it would be my last year in karting,” he says of 2014. “We did the best we could and managed to win it in the end.” It was an ultracompetitive field, one or two of whom, owing to their slightly older age, move straight into the FIA Formula 3 European Championship this season. “A lot of the guys are really good,” asserts Norris. “It was difficult because I had a crash early in the season that broke my wrist and stopped my progression a bit, and it took a while to get

back into the rhythm. But I had a break, went testing and came back a lot better.”

Like so many other youngsters, Norris ran with the ultra-successful Ricky Flynn Motorsport team, which is pretty much the Carlin of karting. “That was very important – they made it a lot easier,” says Norris. “But it’s not just Ricky – there’s Fraser and Mark [from ADD] and also ‘Moose’ [Mickey Higham] who was my engineer.

It was a combination of everyone coming together.”

As well as the karting, as a then-14-year-old Norris was able to compete in the Ginetta Junior Championship with HHC Motorsport. He finished third and on the way learned the circuits and atmosphere of the TOCA paddock, thereby giving himself a head-start for MSA Formula.

“Yeah, it was kind of a stepping stone for if we did do MSA Formula,” he reasons. “At the time we didn’t know if it would be happening or not. I didn’t get much testing, but I learned about the race weekends and that will help for this year – it was another style of racing I got used to.”

After some testing abroad in 2014 in Formula Renault cars, the MSA Formula step comes with Carlin. “They’ve got some great people at the team I can learn from,” says Norris. “The new formula is important to me. My dream is to get to Formula 1 and there’s still a long way to go, but at the same time I didn’t need to do a lot more in karting and had to move on. There’s not a lot of stuff I could have done, so this is the best thing for me.”

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Enaam Ahmed

BUBBLING UP British talent, including MSA Academy members, will be making headlines at every level this season

KF-JUNIOR KARTING WORLD CHAMPION He may be in the same year of school as Lando Norris, but West Londoner Enaam Ahmed’s birthday falls just the other side of the millennium (bet that makes you feel old!), so he’s been racing one category below during 2014. Victory in the CIK World KF Junior Championship was just one of many honours during a season in which he won five titles. His achievements are being recognised outside the racing world too, with Ahmed being hailed as the Young Achiever of the Year at January’s British Muslim Awards.

“It was my second year in international karting,” he says. “In my first year I was fifth in the championship and got on the podium but I made a lot of mistakes that I learned from – 2014 was a much cleaner year.” Like Norris, he was with the team of Ricky Flynn Motorsport.

“Everything is so good,” he attests, “so efficient with so many good people working there.”

Ahmed is also stepping into MSA Formula this season, another example of a 15-year-old who, without the category, would have had to move abroad to move into single-seaters or stay in karting for another year. He’s going to be driving with Arden Motorsport, a team that is staffed by some of the guys who ran Ahmed’s manager, Edge Sporting Management chief Phil Glew, a decade ago in Formula BMW. “I think MSA Formula is so good for British motor sport,” bubbles Ahmed. “There have been so many routes in single-seaters but now

Ben Barnicoat (below) Formula Renault Northern European Cup champion in his first year of car racing with Racing Steps Foundation; moves up to Eurocup this year

George Russell

MSA Formula is going to be so good to watch. With 32 cars it’s going to be proper!

BRDC Formula 4 champion as a 16-year-old with Lanan Racing and McLaren Autosport BRDC Award winner; now moving to FIA Formula 3 European Championship with Carlin

Oliver Rowland

Fourth in Formula Renault 3.5 Series with Fortec Motorsport; staying with the same team for a title tilt in 2015

Dean Stoneman

Late run netted him runner-up spot to Lynn in the GP3 Series with Marussia Manor Racing and then Koiranen GP

KARTPIX.NET

Jack Harvey

everybody will be doing this category. It’ll be so good to watch – with 32 cars it’s going to be proper! It’s a fairly basic car, ideal for car newcomers and a good stepping stone. I like the people at Arden – it’s going to be very good for me there and give me a great foundation.”

Ahmed had his first steps into cars with some circuit learning in a Ginetta Junior (alongside Glew) followed by some test days in a Formula Ford, as well as getting two days in the French F4 car as his prize for his World KF Junior title. “I’m generally a smooth driver so the transition has suited me, with the transferring of weight and load in the car. It’s not easy, though – nothing’s ever easy.” He also got a day in a Formula 3 car with Double R Racing at Pembrey, mainly for filming purposes – at the age of 14! “I wasn’t properly pushing it because front wings cost eight grand! But it was such a good experience. Even in the rain the downforce in the corners was insane!”

If he continues his current trajectory, that phenomenon is something Ahmed may well be used to in a season or two’s time.

World KF Junior Champion was just one of five 2014 titles for Enaam Ahmed

Missed out on the Indy Lights title on his first season in the States – on a countback of second places! Stays with Schmidt Peterson Motorsports to try to win the crown in 2015

Tom Blomqvist

Beat Max Verstappen to runner-up spot with Carlin in FIA Formula 3 European Championship; reward is a BMW contract for DTM

Spring 2015 www.msauk.org

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UK Champions And lest we forget…

Lewis Hamilton FORMULA 1 WORLD CHAMPION

Logically, reigning world champion Lewis Hamilton would appear to be perfectly placed for title number three on the eve of the 2015 season. His move from McLaren to Mercedes two years ago – which from the outside looked very risky – now appears as inspired. He left a team about to enter a serious competitive dip to one on the verge of becoming F1’s dominant force. Such was Mercedes’ advantage last year that his only serious championship rival was team-mate Nico Rosberg and although the points score between them was close, Hamilton’s 11 race victories to Rosberg’s five was the dominant statistic.

It was interesting, however, that Rosberg became the first team-mate of Hamilton’s to out-qualify him over a season, by 11 poles to seven. In looking at the pattern driving that particular statistical comparison, a revealing picture emerges. Typically Rosberg would work away through a Grand Prix weekend, fine-honing his car, making it fit perfectly around his driving style, often only putting all the pieces of the jigsaw together on his final qualifying run. Hamilton by contrast would find a balance he could work with early in the weekend and then typically make far fewer changes to the car. While Rosberg tended to adapt his car to his driving, Hamilton did the opposite. In the chase of technical perfection that is qualifying, Rosberg’s approach was frequently more effective.

But Hamilton’s improvisational style was usually better on race day, with the car’s balance forever changing through tyre degradation, reducing fuel load and variations in the track.

His full-attack racing style, the way he relishes the chase and the big move, was also very difficult to resist.

MERCEDES

Current champion Hamilton starts 2015 with everything in place for a second title in succession

With such overwhelming talent and desire in F1’s fastest car, it would be surprising if Lewis didn’t prevail

His greater ease with a little bit of rear instability on corner entry also meant he could live with a more rearwards brake bias and this has a particularly useful side benefit in the hybrid era of F1. Being able to recover more energy from the rear axle under braking and having therefore more electrical power at his disposal later in the lap meant that he was able to use less of the 100kg allocation of fuel than his team-mate. So he could either start lighter or run more powerful engine settings for longer.

All these things still apply in 2015.

Rosberg has vowed to improve and is meticulous and focussed enough to do so. Furthermore, Hamilton has lost the focussing discipline of engineer Jock Clear, who has left for Ferrari. But with such an overwhelming scale of talent and desire behind the wheel of what will still probably be F1’s fastest car, it would be surprising if Lewis didn’t prevail regardless. Mark Hughes

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11/03/2015 12:05

AutoSOLO

Solo Going

As an autotesting spin-off, AutoSOLO is a forward-thinking form of motor sport.

Literally. Alex Harmer investigates

If you happened to be at the NEC for the Autosport International show this year, you may have happened upon a car park full of well-used family hatchbacks. That is, the one where the Fiestas, Micras and Corsas were being hustled around some cones, not the one you left yours in. If you didn’t go in for a closer look you might have thought that this was just a routine autotest display, but it was something slightly different: AutoSOLO. If you’re reading this magazine it’s probably safe to assume you’re an MSA licence holder, or at least very close to one, so the standard “get out there and give motor sport a try” clarion call probably isn’t needed here. But there are a number of reasons why AutoSOLO could be an intriguing proposition for any competitor and a good way to involve your friends and family in the sport.

So what exactly is it? In principle it’s similar to autotesting, only the course is run exclusively in a forward direction. Because of this the courses can be much faster and more open. “It’s partly a reaction to autotests becoming more specialised,” says Richard Egger, Go Motorsport’s regional development officer for the East Midlands.

There is also the problem of technology with newer cars. The need for swift changes from forwards to backwards, as well as handbrake turns, are incompatible with modern active stability systems. Hence the growing need for an all-forwards discipline which does not feature very tight moves in confined spaces.

The purpose of the NEC demonstration was, more than anything, to sign up future drivers. “We had one family who had no idea about AutoSOLO come and have passenger

rides here two years ago,” says Egger. “Now they’re all here competing using the family car. They take it in turns.”

While at the NEC, I was given two passenger rides on the AutoSOLO course.

Both were in Nissan Micras, but the experience was much more exciting than the choice of car might indicate.

First up was the Micra of Ian Trott, or more accurately, of Loughborough Car Club. The car is specially adapted with hand controls – Ian only has one leg – and you may remember it from Gordon Cruickshank’s feature on disabled motor sport in the last edition of this magazine. Out of necessity, it’s also an automatic, so the lap times aren’t up there with the quickest in its class, but it can still be hustled by a determined driver.

“The Club’s got a great programme for this car,” explains Ian while hunched over the

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wheel between corners. “They prepare and maintain it, so I can just turn up and drive.

It’ll have different drivers at different events as well, so it’s for anyone who needs it.

“AutoSOLO’s really fun. It’s better for me than autotesting because it’s difficult for me to reverse and here I can just concentrate on going as fast as possible.”

The second Micra belonged to Steve Price.

“I bought this car for £150 a few years ago and apart from a bit of work on the engine and suspension it’s pretty standard,” he says.

“It’s not much, but it’s a great little car for the event and I can drive it home afterwards.”

The manual transmission means a lot of tyre smoke, with the little engine revving high around the tight course. Steve’s driving position is hunched over the wheel, just like Ian, almost willing the car to go faster. Even at low speeds the intensity is high – with my large frame in the passenger seat every handbrake turn feels like it’ll topple the car.

When we talk about low-cost motor sport, it still usually means the sort of money most

I bought this car for £150 and apart from a bit of work on engine and suspension it’s pretty standard. It’s a great little car for the event and I can drive it home afterwards

JAKOB EBREY

Sporty number or family hatch – AutoSOLO is the risk-free way to compete

of us don’t have access to. But AutoSOLO’s costs really are tiny – no competition license is required, it’s just a splash of petrol, a small entry fee and eventually replacing those tortured tyres. You’ve got to drive your car there and back as well, but as Egger points out, you could do a whole season of competition for between £500 and £1000.

“There’s no risk to it either,” he says.

“The worst thing you’re going to hit is a kerb and even then it’ll only be at 20mph. And because there’s no risk for spectators – if there are any – it makes it easy for us to go to local councils and arrange to have some club motor sport where you wouldn’t normally find it.”

So the next time you see people fighting for every fraction of a second in a car park, don’t turn your nose up. They might just be fighting for a championship.

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rally safety

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Securing the future of British rallying Following tragedies in Scottish rallying, the MSA’s chief executive, Rob Jones, is taking a hard line on safety, as David Evans discovered

MSA chief executive Rob Jones is not known for mincing his words. And the line’s harder than ever when it comes to keeping spectators and our sport as safe as possible. Change is coming to the way rallies are run, competed on and watched, and failure to embrace that change will result in a lot of folk finding themselves with a lot more free weekends on their hands.

Two fatal accidents on Scottish rallies caught the eye of Holyrood, and the Scottish Government launched its Motor Sport Safety Review just days after three people died on the Jim Clark Rally last year. While the group’s work continues, recommendations for multi-stage rallies were revealed in January this year.

Last year’s accident in the Scottish Borders

came just over a year after a spectator was killed on the Snowman Rally in Inverness.

The need for change was beyond question, but the fears ran through the sport of radical, knee-jerk policy switch.

Those fears have been entirely unfounded.

The group was constructed by a crosssection of all interested parties, many of whom had no knowledge, background or understanding of motor sport. It was this element which fed those fears. Ironically, it’s the input from those people that has helped deliver an even-handed, sympathetic and sensible set of guidelines for the future.

The Scottish Government recognises the need for change, but is also quick to point to the economic and cultural benefit delivered by motor sport to communities from the

Borders to the Highlands.

The sport has made a friend at the highest level. It’s now the sport’s job and duty not to abuse that friendship.

While not working directly in the group, Jones has had a daily involvement with it and has now committed the MSA to delivering on those recommendations through the next 18 months.

In an open letter to the sport in February, Jones spelled out what would happen if change didn’t come and spectators did not take responsibility for their own actions. That’s a drum he’s ready to bang again and again.

“This is a critical period for the sport,” says Jones. “People might think that we’re crying wolf here. We’re not. The work of the Spring 2015 www.msauk.org 37

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LINDSAY PHOTOSPORT

rally safety

group cannot be underestimated.

“People such as the group’s chair Richard Foggo, who is deputy director Active Scotland Division in the Scottish Government and Jacqueline Campbell, who led the review, along with the MSA’s own non-executive director Tom Purves, have done a tremendous job. Everybody who has come into contact with the group is very impressed with its in-depth understanding and the full respect given to it by the sport.”

Disregarding that work is out of the question. Lives and the sport’s livelihood depend on it. To that end, the MSA is delighted to have the opportunity to work more closely with Campbell in the implementation of the review. Campbell will work on secondment with the MSA from March.

Her experience and ability at government and council level allied to an innate understanding of the Review will prove invaluable in all areas. And the potential impact comes in all areas – not least where rallies are run.

The Forestry Commission is a key partner

for British rallying, with events taking place on Forestry land week in, week out.

Negotiations are ongoing for continued use of those roads, but it has been made quite clear by the Commission that failure to act on the report and incorporate change could result in the loss of forest stages. The implication of losing that cooperation goes from grass roots right up to Britain’s round of the World Rally Championship.

The Review Group on Motor Sport Event Safety issued 29 recommendations, several of which are already being responded to in Scotland – with the rest of Britain soon to follow.

Event organisers do all they can to ensure safety, but safety never stands still. We will always accept advice

“Working closely with the group,” says Jones, “I am very, very optimistic for the future. We’re already looking closely at areas such as the numbers of marshals on events, the licencing of marshals, the training of marshals – we are just about to launch a web-based scheme for this. There are also templates being looked at for event safety plans, we’ve introduced Nicky Moffitt as the MSA’s safety delegate and we’re looking at evolving the culture of organising rallies.”

Two years on from the accident on the Snowman Rally, Jones’ open letter has been well received. “The feedback was totally supportive from the sport and everybody we have come into contact with,” says Jones.

“Event organisers already do all they can to ensure safety, but safety never stands still.

We will always accept advice on doing things differently and that’s what we’ve had here.”

And that advice is being sent down the line to spectators at the side of the stages. The vast majority of rallies are watched from a safe distance with common sense values at the core. But, Jones adds: “Sometimes we see people going to watch rallies without

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rally safety

LINDSAY PHOTOSPORT

We want people to take responsibility for their welfare: listen to the marshals, use common sense, don’t move around. Find a safe place, enjoy the sport the same levels of regard for their personal safety as they might otherwise have. For example, if your car breaks down on a motorway, you get out of the car and get up the bank as far away from the roadside as possible; you simply wouldn’t consider standing right at the edge or even in the carriageway – yet this is considered acceptable by some people on rallies.

That has to change.”

And the MSA is intent on further empowering those on the ground to make sure it does. Course cars coming through the stages will be more focused than ever on the consideration of where spectators are gathering. And, if they’re not in a safe place, the stage and possibly the event will be cancelled.

It’s the same if individual marshals feel a crowd is getting too large or out of hand.

The potential backlash caused by cancellation is not lost on Jones, which is why his message to marshals is emphatic.

“The governing body will stand firmly behind the individual or the organising group on that decision,” he says. “It’s a huge call to cancel, but they will not be alone when that decision is taken. Marshals are at the heart of our sport and at the heart of the MSA. To that end, we have made available this year a seat on Motor Sports Council for marshals

in their own right. It’s vital they are directly represented and that their voice is heard.”

Ultimately, though, Jones wants rally watchers to consider the bigger picture and the potential implications of their actions.

“We want people to take responsibility for their own welfare,” he says. “That starts with where you park going into a stage. Don’t just leave the car and think: ‘That’ll be fine…’

Think about it. If you do it, others will follow and that could cause the road to be blocked.

And, when you’re on stages, listen to the marshals, use your common sense: don’t drink alcohol, dress appropriately, don’t try and move around on the stage once the cars are coming through. Find a safe place, enjoy the sport and then move on when it’s sensible to do so.”

Spectators are of course, not the only ones on stages. Photographers and other members of the media also came in for scrutiny from the group, and in February the MSA communicated its intention to look closely at the accreditation of media on multi-venue rallies.

“Within half an hour of us issuing that communication,” says Jones, “a photographer had been hit by a competing car at shakedown for Rally Sweden. These problems are not isolated in Britain, and we are working closely with the governing

body of world motor sport, the FIA, on this as well.”

And it’s not just multi-venue rallying that the spotlight is on, either. The group’s recommendations will be adapted and implemented where appropriate across the full range of British motor sports, including single-venue rallies, hillclimbs, everything.

“This review is Scottish Government-led,” says Jones, “but it has implications for all of the UK in the next 18 months. There’s an understanding that motor sport can never be 100 per cent safe and I think it’s important that the group talked about this and understand this. But what they could have said and what they have specifically not recommended is that rallying is outlawed.

The group understands the importance the sport plays in our society both from a community and the financial aspect. That was very heartening to hear. We have responded and we will continue to respond both in this 18-month period of implementation and into the future.

“What we’re all working together on now is forging the template for stage rallying for future generations. We are optimistic about this, especially as we know that we have the total commitment of the rallying community, to ensure that together we can establish the future of stage rallying.”

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MSA training day

Why it’s Training days are becoming ever more important to those who run our motor sport events. Scott Mitchell joined an MSA seminar to find out why

“You get out what you put in,” insists Motor Sports Association Training Officer Alan Page standing at the front of the room.

Alan is addressing more than 50 MSA Stewards and Clerks of the Course. The day in question is the third officials’ training seminar of 2015. Led by Alan and MSA Director of Training and Education Allan Dean-Lewis MBE, plus seminar delivery members Neil Fuller and Brian Hemmings, the objective is to get senior event officials to talk about on-the-job issues, share knowledge and to brush up on MSA protocol.

It’s the second event of the weekend at the facility and precedes a three-day trip to the Channel Islands, where the training team will

good address officials from Guernsey and Jersey.

That’s a stark contrast to how it has been in the past. Neil, for example, has been working in training for 20 years. When he started, just a handful of these sort of events existed each year. On the first weekend of February that tally is already matched, and 14 seminars will have been held by the end of March. But the content, and the way it is delivered, has also been overhauled.

“It used to be death by Powerpoint,” Neil says, semi-seriously. But it’s not really a joke.

Most of us will have experienced that kind of lecture before and it’s not an efficient means of engaging with people or getting the right point across. Especially when the people in this room already have vast and varying experiences, know the MSA code and can offer their own personal insight. That’s what the new-look seminars are all about, and

that’s why 650 officials have signed up for the 2015 series.

There’s a clear schedule to get through, but before that begins each official is encouraged to find someone in the crowd they have not met before, and talk to one another about the problems they’ve experienced in their disciplines. It’s a good ice-breaker and does engender genuine discussion. From kart clubs to sprint organisers, national rallying to circuit racing, there’s a pretty solid flow of ideas. The point is that training leaders are tapping into the knowledge of the officials here, instead of attempting a one-size-fits-all approach to cover everything in one hit.

The result is a wider discussion in which it becomes clear that, despite the wide-ranging disciplines that UK motor sport is renowned for, there are common problems. The first scenario-based activity is around overcoming difficulties, and the four groups are each presented with a different set of

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Training days help equip officials with the skills they need to run a smooth event

d to talk circumstances: an MSA steward not arriving; an essential event support vehicles missing; a competitor presenting the wrong licence at signing on and a reported concern about the number of marshals.

Each group has 10 minutes to discuss their issue and then the room as a whole talks through potential solutions. That helps re-establish the various processes officials can go through and the options available.

There were also some real-life examples, such as a Rescue Unit breaking down on the way to the 2014 Mull Rally – the crew transferring the

Planning can help avoid issues arising ; it can also ensure that you have a contingency plan in place should the worst happen

medical equipment to a hire vehicle to help the event proceed.

That’s actually one of the clearest things that emerges from the day – that the show must go on. Not at any cost, of course, but officials are very much encouraged to try and find solutions that enable events to continue.

More importantly though, as Brian emphasised, “it’s about being proactive.

Comprehensive planning in the first place can help avoid any issues arising.” It can also ensure you have a contingency plan in place should the worst happen.

There are a variety of other scenarios covered throughout the day, from incident reporting (a competing vehicle leaving the circuit with a competitor still trapped inside) and management (what are the most important things to remember beyond handling the actual incident?) to updated judicial procedure. It’s a small insight into the many challenges that officials face and

the amount of preparation that goes into even the smallest situations on event.

It’s well established that motor sport relies on its volunteers and officials in order to be what it is. And the enthusiasm, experience and knowledge from the top brass of officiating is clear to see – just ask ex-Castle Combe boss Adrian Fawdington, who at 66 is embarking on a new challenge – becoming a karting steward.

Adrian flew in from Florida specifically for the two seminar days. A former competitor who now spends his time between his home in Wiltshire and the United States, where he often acts as a marshal at Sebring and Daytona, he sees such training days as vital for those who want to help improve the sport and have a better understanding of it.

“It’s passion, and it’s never going to go away,” he explains. “I love being able to share the knowledge and the older you get, the more you have!”

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GEARBOX

Standard automatic gearbox and transfer box from a Range Rover, running normal axles and differentials.

Vehicles generally compete in low range and second gear

ENGINE

3900cc Rover V8 running on carburettors, tuned for torque and good low-speed running.

WEIGHT

CHASSIS

SHARON BAITUP

1949 Land Rover.

The aim is to get the engine as far back as possible to even up the weight distribution. But the engine is lighter than the gearbox and transfer box. Vehicles have to run standard-type Land Rover panels up to the bottom of the window line. Anything above that can be removed, including glass and the roof in a bid to reduce the centre of gravity.

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vital stats

SUSPENSION AND BRAKES

The 1948 Land Rover ran leaf springs, but most competing vehicles use coil springs like the Range Rover and later Land Rover Defenders.

This gives better suspension movement and articulation. Disc brakes are used all round – and they do wear out quite quickly due to the grinding properties of mud

WHEELS AND TYRES

Choice of wheels and tyres in the modified class is free. Most vehicles use Land Rover rims and extreme tyres from the MSA tyre list, with a minimum pressure of 12psi mandated in the regulations. The tyres run with inner tubes to stop the mud rolling the tyre off the rim

Terry Buss

Land Rover The inside details of a Cross Country trials machine Terry Buss is one of the people who get their motor sport buzz in Cross Country trials. He uses a Land Rover which has its origins in a 1948 model, and it gives him a lot of fun for a modest outlay and minimal running costs.

“I’ve done it for about 10 years now,” said Terry. “I’ve done no other motor sport, on cost grounds.” He competes in off-road trials where the skill is all about low-speed technical driving.

Events are run under the umbrella of the Association of Land Rover Clubs, and trials are run in most regions.

The vehicle has to be a Land Rover product and conform to Land Rover measurements, including a very short wheelbase, which is pegged at 1948/49 Land Rover specification. All mechanical components are pretty much standard Land Rover.

Terry’s was registered in 1949, though he admits that there is not much of a 1949 Land Rover left now. The rules do not allow any non-Land Rover driving aids such as diff locks, and all vehicles have to run open differentials and a Land Rover gearbox.

Many specials are built to Land Rover dimensions and use Land Rover products, while the standard class for road taxed vehicles is home to Range Rovers, Discoveries and all types of Land Rover.

The competitive sections are set out like a production car trial with gates to get through, and the challenge is all about the driving, rather than chasing outright speed. There is no timed element to the events.

A reasonable vehicle to get started in will cost between £3000 and £4000 and running costs are very modest. Event entry fees are from £25.

DATA BURST

Engine: 3900cc Top speed: “Anything over 45mph is scary!”

Weight: 1300kg Gearbox: fourspeed automatic from a Range Rover

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IN THIS

ISSUE

Buyer’s guide to racewear p48 Place Notes: Chateau Impney p51 Judicial decisions p53

Toolkit News, products and advice for competitors

ADVERTISING FEATURE

A SUMMIT OF DIGITAL CONTROL Summit Technologies has introduced a new product to its range, the Talon solid state digital control system. The digital switch matrix features 15 individually programmable buttons, designed to control any 12-volt vehicle electronics system.

The programming is simple and completely customisable to each drivers’ preferences. The design of the Talon allows you to visually and logically group activities together, like having all of your auxiliary options in one area, and your main switch controls in another. It’s also completely re-programmable, allowing for each driver to find their ideal set-up. There’s also a 16-segment digital LED sequential shift light and USB ports to charge in-car cameras.

The main body of the Talon is machined from a single piece of extruded aluminium, then glass bead-blasted and anodised to achieve a smooth, rust-proof finish. It measures in at 140 x 140mm and 40mm deep, so won’t take up too much space on the dash. Designed to use the VESA 100 mounting system (available separately) the Talon will also work with a variety of mounting options.

Talon’s switch matrix offers a programmable selection of functions

The Talon is available to pre-order from summit-technologies.myshopify.com for £649.98

VBOX LAPTIMER

New lap timer that logs data too VBOX’s new LapTimer is a 20Hz GPS data logger and predictive lap timer in one. It has been designed to provide instant driver feedback, helping you to find valuable improvements in lap times.

The delta time display gives you an invaluable insight into how your current lap compares with your fastest lap time. Additionally, the high-brightness colour LEDs give an instant indication of your speed relative to your fastest lap.

The LapTimer is available from www.vboxmotorsport.co.uk for £714 Spring 2015 www.msauk.org 47

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BUYER’S

GUIDE

Heads-up display

Choosing the correct head protection is a vital decision, but once you’ve made your selection there is still plenty of latitude for personalisation

Rennat Design

What do they offer? Personalised helmet design, including painting, and bespoke ‘Mini-Me’ helmet inner liner dryers (pictured below left).

Why should I choose them? Le Mans winner David Brabham, BTCC champion Gordon Shedden and Isle of Man TT winner Ian Hutchinson are some of the star names who chosen to work with Rennat.

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

Rain-X

What do they offer?

Weather protection Why should I choose them?

Rain-X has been perfecting its simple and affordable anti-fog and rain repellent sprays for over 40 years Where can I find out more? www.demon-tweeks.co.uk

Adidas

What do they offer?

Helmet bags Why should I choose them?

As well as Adidas’s proven quality, its helmet bag comes with a soft pouch to protect your spare visors Where can I find out more? www.demon-tweeks.co.uk

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buyer’s guide

POLE POSITION

Stay safe and smart Each season brings advances in racewear safety but that doesn’t mean sacrificing style

SPARCO FORCE RG-5 RACE GLOVES

The Force RG-5 race gloves have been designed to include all the technical and driver-inspired features you would expect from Sparco. The RG-5 glove has a close-fitting single-layer construction with a seamless high-grip printed palm. A Velcro closure strap coupled with an elasticated wrist provide a secure and comfortable fit and the stylish slash cut opening allows for ease of fitment.

Schroth

What do they offer?

FIA-certified HANS devices.

Why should I choose them?

HANS devices are now mandatory for all non-historic single-seater racing – Schroth’s is an affordable choice and comes equipped with the patented SlipStop friction surface.

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

OMP TECNICA S RACE SUIT

The new Tecnica-S suit from OMP is a high specification two-layer race suit in a modern multi-coloured design. The external layer is a shiny Nomex material whilst the inner layer is soft-knit Nomex. The suit offers fully floating sleeves and an elasticated insert on the lower back, giving increased comfort and flexibility. The suit also features a shaped collar with soft-knit fabric, vertical quilt design and ultra-flat anti-rubbing seams.

ALPINESTARS TECH 1-T RACE BOOTS

Hedtec

What do they offer?

Racing helmets.

Why should I choose them?

Hedtec’s range covers all types of helmet used in modern motor sport and offers affordable package deals.

Where can I find out more? www.hedtec.co.uk

This popular boot has been redesigned with even more improvements for a better fit and feel.

Constructed from full-grain leather, the upper includes perforated zones for enhanced cooling.

The lace and Velcro strap closure are designed to provide a secure fit with durability. Internally a Nomex tubular lining is used to reduce seams and offers high heat resistance. The foot and heel counters feature the same multi-compound construction as the higher-priced Tech 1-Z boot, along with the lightweight porous padding in the sole and heel areas giving the Tech 1-T superior comfort levels.

Spring 2015 www.msauk.org 49

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place notes

Chateau Impney Motor sport is set for a return to the grounds of a grand old hotel, says Paul Lawrence After a break of 48 years, competitive motor sport will return to the grounds of the Chateau Impney hotel near Droitwich this summer.

Built in 1873 in the style of Louis XIII, the chateau was created for the family of John Corbett who made his fortune in the production of salt. Standing in 150 acres, the chateau was influenced by Corbett’s love of the chateaux in the Loire Valley.

After Corbett’s death, the chateau was empty for some years but was used during the Second World War as accommodation for Officer Cadet Training Units. After the war, Ralph Edwards had the building renovated and opened it as a hotel in 1949. Under his ownership, motor sport started in 1957 with the first of 11 annual sprints using the roads in front of the chateau.

The sprint was the idea of the Hagley and District Light Car Club and the first event ran on 29 September 1957 on a 550-yard course, which lacked the required gradient to be called a hillclimb.

Chateau Impney quickly became a popular venue and the annual sprint was soon over-subscribed as drivers such as Phil Scragg, Patsy Burt, David Good and Reg Phillips set the pace. In 1960, Phillips and the Fairley Special set a new course record in 22.08sec. Four years later, Tony Griffiths pared one-hundredth of a second from that mark in his BRM P48 to set a record that stood until the course closed to motor sport in 1967. The final event was a wash-out, encouraging the hotel management to switch focus to live music. Fleetwood Mac headlined at the Bluesology Festival in 1968, while The Drifters were among those to play at the hotel.

After several more changes of ownership, the Chateau is now under the control of the Spollon family, a three-generation dynasty with a fine pedigree in the sport. ERA R8C and the ex-Achille Varzi 1933 Monacowinning Type 51 Bugatti are both within family ownership, while barrister Guy Spollon is a chairman of the Motor Sports Council’s National Court.

The late Bruce Spollon was in on the early discussions about a revival, but it is his grandson Rod who is now the driving force behind plans to make the Chateau Impney Hillclimb an annual high-profile event.

“It was a family idea that started with my grandfather,” said Rod Spollon. “My father Guy was obviously interested in the motor sport heritage when we bought the hotel and I felt it could be a positive contributor to the motor sport calendar. So I picked it up and ran with it. We started planning for this in April 2013 and we want it to be an annual event. The course is made from existing road networks on the site, but we’ve done quite drastic reprofiling of corners. The vast majority of the course has been completely resurfaced. So its a significant investment.”

“We went through lots of detail very early on and a planning application to approve it,” said Spollon. “The original course was very short and we wanted to maximise the appeal to competitors.” In extending the course to 1000 yards, sufficient gradient has been introduced to earn hillclimb status.

The startline remains in the same place as the original course and the wide, smooth hill then climbs towards the chateau before swinging left to run along in front of the imposing building. A tight right-hander follows before the course climbs again through a series of sweeps towards the finish line.

The entry for 2015 will be 200 pre-67 cars in 19 classes, with a target of attracting 10,000 spectators for the 11/12 July event. With a stunning backdrop for motor sport in the 140-year-old parkland, Chateau Impney is firmly back on the calendar

Chateau Impney has a rich sporting heritage, starting in the 1950s

Spring 2015 www.msauk.org

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT SITTING TUESDAY 30TH SEPTEMBER 2014 Tony Scott Andrews (Chairman) Mike Harris Rick Smith CASE No J2014/18 H Chapman

J2014/19 J Tanner

J2014/20 D Sleigh There are three separate Eligibility Appeals before the National Court, each arising from the same event, on the same facts and submitted in similar terms. It would therefore be expedient for the Court, having considered all three matters to issue but one Judgement.

The Court trusts that the Appellants Hannah Chapman, David Sleigh and Joe Tanner will find that acceptable.

The Appeals arise out of an event at Knockhill on the 17th August 2014 at which three of the races formed part of the Scottish Mini Cooper Cup 2014. At the conclusion of the first such race, the Clerk of the Course received a Non-Compliance Report from the Technical Commissioner in respect of six cars, the handbrake lever of each of which had been modified by the fitment of a short extension.

Each of the six competitors duly attended before the Clerk and each was excluded from the results of Race 1. Five of those competitors sought to Appeal against the Clerk’s decision but because of procedural irregularities along the way, only three now come before the Court.

The facts are that certain drivers, possibly of lesser height than their fellow competitors, have positioned their seats further forward in order to reach the steering wheel and pedals.

One result of so doing is that once strapped into a race seat with the usual side supports, it is extremely difficult to reach back to operate the handbrake.

It was for this reason that as long ago as 2011 one of the Appellants, David Sleigh fitted a small extension to the handbrake levers of his cars. He did so with the permission of the Technical Delegate who granted permission because the start at Knockhill is on an incline and clearly difficulties could arise for any driver unable to operate a handbrake.

It is said that this small extension has been clearly visible to Scrutineers since that time and has obviously been in full view of other competitors as many have

adopted the same modification.

Having been excluded from Race 1 the question arose as to how to deal with the issue for the next two races to be held that day.

The Technical Commissioner seemingly considered the matter and having consulted both the Clerk and the Stewards it was determined that the handbrake extension was permissible on grounds of safety and could be used in Race 2.

It was after Race 2 that representatives of the Scottish Motor Racing Club intervened, although on what basis is unclear. They disagreed with the view of the Series’ own Technical Delegate. The result of this intervention, however, was that competitors using an extended handbrake were required to remove it prior to the start of Race 3, the race being put back in the programme to facilitate the change.

What comes before this Court therefore are simply Appeals against the exclusions from Race 1. No attempt has been made to disturb the results of Race 2 and there is no evidence from Scrutineers as to who had or had not effected a change of handbrake for that race. This Court will confine itself therefore to dealing with Race 1 only.

The relevant Technical Regulations, as pointed out by the SMRC, permit the replacement of the driver’s seat with a competition alternative together with the ability to add extensions to the throttle, brake and clutch pedals “to aid foot control”. The braking system must remain standard and the regulations contain the customary provision to the effect that if something is not specifically permitted to be done then it should not be done.

There is nothing in the Regulations which permit an extension to be added to the handbrake and on that basis therefore this Court must reject each Appeal.

The Court does so, however, with some reluctance and has considerable sympathy with the competitors who believed that the modification which they had made was permitted by the Technical Delegate, which indeed it had been.

The Court believes that the Technical Delegate had good reason to consider such a modification to be desirable but, unfortunately for these Appellants, the Court cannot sanction Technical Regulations being amended

at will by an official.

The Scottish Mini Cooper Cup is registered as such with the MSA and, as such, MSA General Regulation D11.1.3 applies. This means that after issue of a Championship Permit, Technical Regulations can be amended only with permission of the MSA and then only if all registered Championship competitors agree in writing to the proposed amendment.

Unfortunately this was not done in this case and it cannot be right that amendments are agreed with some competitors and potentially not brought to the attention of others.

The Court would suggest that if, as the Technical Delegate believes such an amendment is desirable for safety reasons, application should be made to the MSA for the remainder of 2014 or that future Regulations contain provision for such an amendment.

In all the circumstances of these particular cases, although the Court finds itself unable to allow the Appeals, it will, exceptionally, order that each Appeal fee be returned.

TONY SCOTT ANDREWS CHAIRMAN

SITTING TUESDAY 11th NOVEMBER 2014 David Munro (Chairman) Mike Harris Rick Smith CASE No J2014/22 Lee Shellard and Michael Bowle Michael Bowle and Lee Shellard were the crew of a silver Subaru Impreza, competition number 33 at the Motor Sport Carnival – Boconnoc on 27th July 2014. This was a National B Single Venue Stage Rally.

Following an accident at the event it was alleged that both competitors were guilty of breaching the following regulations: 1. C1.1.5 2. R25.6.2 and 3. R25.9.1 The matter was then referred to the MSC National Court under Regulation C8.1 to consider the alleged breaches.

Mr Bowle and Mr Shellard appeared

before the Court and Mr Bowle was represented by Mr Marland of Counsel.

Both competitors admitted the breach of Regulations C1.1.5 and R25.6.2 but denied that there had been any breach of R25.9.1.

The National Court therefore considered whether or not a breach of General Regulation R25.9.1 had occurred.

Having heard evidence from Mr Lee Shellard and Mr Michael Bowle and having considered the submissions made on behalf of both competitors by Mr Marland, the Court finds as follows: 1. That notes were made by Mr Shellard who described them as “safety notes”.

2. Whether or not they amounted to pace notes, the Court is satisfied that they were a means of giving a competitor advice relating to the traversing of a Special Stage.

3. R25.9.1 prohibits the use, provision, or simple possession of such information unless R25.9.2 applies.

4. The Court is not satisfied that the notes were compiled in the way described by either competitor and concludes that the crew of Car No 33 were in breach of R25.9.1.

During stage 2 of the event, as a result of poor communication between the crew – who were competing in only their third such event – the vehicle was driven in the wrong direction as a result of which it was in collision with a subsequent competitor. This was a serious incident in which substantial injuries were sustained by the crews in both cars. Special Stage 2 had to be abandoned and Stages 3 and 4 were cancelled whilst the incident was dealt with.

The Court notes that both Mr Bowle and Mr Shellard have admitted that the vehicle was driven in the wrong direction during stage 2 of the event, contrary to R25.6.2 and that the manner in which it was driven was therefore incompatible with general safety, contrary to General Regulation C1.1.5.

The Court concludes that, as noted above, poor communication played a major part in the vehicle being driven in the wrong direction and that the inexperience of the crew – who had unwisely compiled their own inadequate notes relating to the traversing of the stage also contributed to what occurred.

Spring 2015 www.msauk.org 53

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT – CONTINUED Given the gravity of the matters the Court has decided that suspension of the Competitors’ competition licences is the only appropriate penalty.

In each case the suspension is for a period of 12 months from today’s date.

However, there were guilty pleas to the breaches of General Regulations C1.1.5 and R25.6.2 and so the second six months of the suspension is itself suspended for a period of two years.

In each case the competitors licence is endorsed with four points.

Each competitor is ordered to pay £500 towards costs.

This decision was set down at 13:27 hours on Tuesday November 11, 2014.

DAVID MUNRO CHAIRMAN

SITTING WEDNESDAY 22ND OCTOBER 2014 Tony Scott Andrews – Chairman Bob Kettleboro Ron McCabe CASE No J2014/24 Raoul Hyman Appeal This Appeal is brought by HHC Motorsport as entrant of their driver Raoul Hyman who had competed in a round of the BRDC Formula 4 Championship held at Donington Park on the 21st September 2014.

Present before the Court are: Mr. Raoul Hyman and Mr Charlie Kemp of HHC Motorsport represented

by Mr Andrew Fisher QC and Mr Jamie Horner of The Business of Sport Ltd, Mr and Mrs Trevor Hyman, parents of the Appellant, Mr Richard Vincent-Smith representing the Motor Sports Association and Mr David Scott, Clerk of the Course for the BRDC Formula 4 Championship.

Raoul Hyman had been penalised by the Clerk of the Course for driving in a manner incompatible with general safety following an incident on track when there had been contact between the car driven by Raoul Hyman and that driven by George Russell.

Raoul Hyman appealed this decision to the Stewards of the event and they upheld the Clerk’s decision as to both liability for the incident and also as to penalty. Notice of intention to appeal that decision was given and

subsequently confirmed. The grounds of the Appeal were that there had been both a gross miscarriage of justice and that the penalty imposed (a 10-place grid penalty) was wholly inappropriate for the breach of regulations. These are, of course, the only two grounds upon which an appeal against a stewards’ decision can lie.

In accordance with the requirements of MSA General Regulation C.7.1.7, consideration was duly given as to whether the Appeal met either of those two grounds.

Criticism was made by the Appellant as to the manner in which the Clerk’s decision had been reached (insofar as it related to the Clerk viewing a visual recording of the incident) but this had been followed by a full hearing of the matter by the Stewards. The Stewards had heard verbal evidence given by the Appellant and had viewed the recordings made by on-board cameras from both cars (Art. 3.12.2 of the Championship Regulations requires “All competitors…. to carry front and rear facing on-board cameras for the primary purpose of safety and judicial procedures”) although for some reason no recording was available from the front-facing camera of the Appellant’s car.

The stewards had also seen video footage shot by Hay Fisher which they considered to be the most useful of the videos available to them. The Stewards also heard from one Jonathan Kennard, the BRDC F4 Driving Standards Advisor who expressed the opinion that it was the Appellant who was responsible for the collision.

In all the circumstances, it was considered that the matter had been properly dealt with in accordance with the judicial procedures set out in the General Regulations and that the penalty imposed was not inappropriate such that the Appeal did not meet either of the two requirements referred to above.

This was communicated to the Appellant.

The Appellant’s advisors, however, took the view that this decision was unacceptable as there was said to be “conclusive evidence including photographic and video footage and a marshal’s report (which) was not considered by the Clerk of the Course or the Stewards.”

In the light of this statement and the relevant time constraints it was agreed that the Appeal could, after all, proceed.

In view of the imminent final round of

the Championship an early hearing date was set.

On hearing the Appeal it became apparent that this “new evidence” was in essence no more than a better quality version of the Hay Fisher recording which had in fact been seen by both the Clerk of the Course and the Stewards.

The Court was shown the recording as seen by the Stewards and whilst there is no doubt that the recording now available is of better quality than that seen by the Stewards, there is equally no doubt that the version seen by the stewards was perfectly adequate for its purpose and sufficient to allow the stewards to reach a decision.

The Court is of the opinion that the contention by the Appellant’s legal advisors that there existed important new evidence not seen by the Stewards or the Clerk was simply incorrect. One might perhaps view this contention as no more than a device to obtain, as it did, an additional level of Appeal to which the Appellant was not entitled. If such was the case then it would amount to an unacceptable abuse of process.

In the event, the Court has reviewed all the evidence presented to it, has heard evidence from the Appellant and from Mr David Scott, seen all relevant video evidence and still photographs and considered the statements submitted by Jonathan Kennard, John Hopkinson, John Leck, John Trevethick, George Russell and Danny Walton.

The Court considers the decision taken by both the Clerk of the Course and the Stewards of the event to have been correct as to both their finding of responsibility for the collision and as to the penalty imposed.

The decision of the Court is therefore that: 1. Raoul Hyman is guilty of having driven in a manner incompatible with general safety, contrary to MSA General Regulation C.1.1.5.

2. A 10-place grid penalty is to be applied at the next round of the Championship in which Raoul Hyman competes.

3. The Appeal be dismissed.

4. The Appellant do pay a contribution toward the costs of this Court in the sum of two thousand pounds.

These findings are set down at 12.15 hours on October 22, 2014.

TONY SCOTT ANDREWS CHAIRMAN

SITTING TUESDAY 11TH NOVEMBER 2014

David Munro (Chairman) Mike Harris Rick Smith CASE No J2014/26 Graham Heard

This matter comes before the National Court following an incident at Brands Hatch on 21st September 2014.

Graham Heard was the driver of a Porsche, car no 99 in the BRSCC Porsche Championship.

On his own admission he had become involved in a physical altercation with another competitor in the outer paddock.

The Stewards of the Meeting concluded that there had been a breach of General Regulation C1.1.9 and suspended Mr Heard’s competition licence for a period of 30 days and then referred the matter to the National Court for consideration of whether a further penalty should be imposed.

All matters of assault are viewed seriously and in the present case the Court considers that a further penalty should be imposed.

Accordingly Mr Heard’s competition licence is suspended for a period of three months but that penalty is itself suspended for 12 months.

Mr Heard is ordered to pay £250 towards costs.

This decision was set down at 16:00 hours on Tuesday November 11, 2014.

DAVID MUNRO CHAIRMAN

SITTING TUESDAY 19th NOVEMBER 2014

Guy Spollon (Chairman) David Scott Rick Smith CASE No J2014/27 Harrison Scott/Falcon Motorsport Appeal

This is an Appeal by Harrison Scott and Falcon Motorsport against the decision of the Stewards to overturn the ruling of the Clerk of the Course at a Race Meeting at Brands Hatch over the weekend of 11th and 12th October 2014.

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT – CONTINUED The essential facts are: 1. During the weekend of 11th and 12th October 2014 the BARC staged a round of the Dunlop MSA Formula Ford Championship of Great Britain.

Two of the leading contenders for the title were Harrison Scott (entered by Falcon Motorsport) and Jayde Kruger (entered by JTR).

2. During the second lap of Race 2 of the three Race Championship rounds there was a contact incident at Druids Corner. The two drivers involved were Harrison Scott and Jayde Kruger who were dicing for the lead.

3. As a direct consequence of the contact Harrison Scott’s rear nearside suspension was damaged and he was obliged to retire.

4. Jayde Kruger was protested by Falcon Motorsport by and on behalf of Harrison Scott. The protest was determined by the Clerk of the Course in favour of Harrison Scott.

Jayde Kruger was found by the Clerk of the Course to have breached General Regulation C1.1.5, namely: “Driving in a manner incompatible with general safety and/or departing from the standard of a reasonably competent driver.” and given two penalty points.

5. Jayde Kruger, by his entrant Nick Madge, appealed the Clerk’s decision to the Stewards of the Meeting. The Stewards of the Meeting allowed the Appeal, finding

that there had not been a breach of General Regulation C1.1.5 and that the contact between the drivers’ cars was “a racing incident”.

Regrettably neither Harrison Scott nor Falcon Motorsport were given notice of, called to give nor had the opportunity to be heard or involved in the Appeal Hearing before the Stewards of the Meeting.

6. Harrison Scott and Falcon Motorsport now pursue an Appeal against the Stewards’ decision on the basis that the Stewards perpetuated a gross miscarriage of justice in that they: a) Failed to call either of the Appellants to the Appeal Hearing. b) As a consequence failed to allow the Appellants the opportunity to give evidence or challenge evidence given by Jayde Kruger. c) Failed to assess and to interpret correctly the available evidence.

7. MSA General Regulation C6.4 provides, inter alia, that: “All parties shall be given notice of the hearing. They shall be entitled to call witnesses… …Parties and their witnesses shall be given the opportunity to be heard.”

The regulation also provides that the Stewards can proceed in absence but must be satisfied that any party concerned is aware of the time and place of the hearing or has left the event in contravention of H33.1.6.

8. In this case no notice was given to the Appellants Harrison Scott and Falcon Motorsport. Accordingly the decision of the Stewards was in clear breach of the General Regulations and in any event the rules of natural justice.

9. Subsequent enquiries have revealed that the Stewards had not been provided with all the relevant paperwork and that they had lingered under the misapprehension that Harrison Scott and Falcon Motorsport were “third parties”. Under the provisions of General Regulation C6.1.2 “A Right of Appeal does not exist for third parties in respect of a published decision of the Clerk of the Course arising out of Disciplinary or Protest Hearings”.

10. This Court has had the advantage of considering at length: a) The onboard footage of film from cameras on both the cars of Harrison Scott and Jayde Kruger. b) The ITV 4 footage of the race itself. c) Various still images. d) The detailed evidence of the two drivers. e) The submissions made on behalf of the Appellants and by Jayde Kruger.

11. The Court feels it should be noted that:

a) Both drivers gave their evidence in an honest and straightforward manner to the best of their ability without rancour or recrimination. b) This incident occurred in a split second in very difficult racing conditions (damp track) where both drivers were pushing their respective cars to the limit in pursuit of the 2014 Formula Ford Championship.

12. Although the Court finds that minor criticism may be made of both drivers, it does not consider that either driver drove in a manner incompatible with general safety and/or departed from the standard of a reasonably competent driver.

Accordingly the Court: a) Dismisses the Appellants’ Appeal seeking the reinstatement of the findings and penalties imposed by the Clerk of the Course. b) Upholds the finding of the Stewards that the contact incident at Druids Corner at Brands Hatch was a “racing incident”. c) Makes no Orders regarding Costs and Orders that the appeal fees for this Appeal are reimbursed bearing in mind the unintentional injustice created at the hearing by the Stewards.

The National Court recommends that: 1. Prior to any Appeal Hearing steps are always taken to ensure that those who have the often onerous

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national court

MOTOR SPORTS COUNCIL NATIONAL COURT – CONTINUED responsibility of making serious and far reaching decisions are provided with all the relevant paperwork and information.

2. It is essential that the General Regulations are always interpreted and applied bearing in mind the Rules of Natural Justice.

GUY SPOLLON CHAIRMAN

SITTING WEDNESDAY 22ND OCTOBER 2014 Tony Scott Andrews (Chairman) Ron McCabe Bob Kettleboro CASE No J2014/30 Bernard Dolan This Appeal comes before the Court having been lodged by Bernard Dolan as entrant of Niall Murray.

Mr. Dolan submitted an entry to the BRSCC for his driver Niall Murray to take part in the Formula Ford Festival which is to be held at Brands Hatch on 24th and 25th October 2014.

The entry was received on 16th October 2014, prior to the Closing Date.

BRSCC wrote to Mr Dolan the following day advising that they were refusing the entry and referred to MSA General Regulation H.30.1.3. This provides that an organiser may at their discretion a) select entries as they wish and b) refuse any entry. It goes on to say, however, that no event or championship organiser shall

have the right to refuse an entry on unreasonable grounds and competitors may appeal if they consider the grounds unreasonable. Mr Dolan accordingly sought reasons for this refusal and then appealed BRSCC’s decision.

The BRSCC seek to justify their decision by reference to the fact that the Formula Ford Festival is, for them, their main event of the year. They say that they wish it to be conducted in the spirit of fair play, respect and sportsmanship.

They then refer to various events held in 2013 and 2014 in which Niall Murray, doubtless like any number of other drivers, was penalised for driving offences but BRSCC particularly make reference to the fact that at the Festival last year Niall Murray was found by this Court to have been guilty of an offence under MSA General Regulation C.1.1.3.

In view of all the above the BRSCC considered Niall Murray to fall short of the standards they wish to maintain at their event.

The Court notes that this is not a refusal by an organiser to allow a registered competitor to take part in for example, the final round of a championship or a refusal which in any other way disadvantages the competitor in respect of any series of events.

The Festival is a stand-alone event. It carries no points; it has no relationship to any other event.

When a competitor enters an event a contract is formed between the competitor and the organiser. Such would be a contract freely entered into by both parties. With one exception, it is not for this Court to intervene in that commercial transaction and to require the organiser to contract with someone with whom he has no wish to do so. The exception, as

provided by the said regulation, is where the organiser is acting unreasonably (as would perhaps be the case in the example cited above.) In this particular case the Court considers the BRSCC are entitled to choose who they wish to enter their prestigious stand-alone event and, on the basis of their understanding of the sporting history of this particular driver, have not acted unreasonably.

The Appeal is accordingly dismissed.

These findings are set down at 15.30 hrs on October 22, 2014.

TONY SCOTT ANDREWS CHAIRMAN

SITTING TUESDAY 2ND DECEMBER 2014 David Munro (Chairman) Bob Kettleboro Rick Smith CASE No J2014/31 Andrew Carter The National Court has considered the case of Andrew Carter whose case had been referred to the Court under General Regulation C2.6.2 following an incident at PF International Kart Circuit on 2nd August 2014 during the Kartmasters Meeting.

Andrew Carter had physically assaulted the parent of another competitor following a verbal altercation.

Part of the incident had been recorded on the CCTV system. As a result of the assault Mr Carter had been excluded from the meeting and his PG licence had been suspended for a period of 30 days.

He was also subject to a 3 month

suspension under General Regulation C2.1.8 following an earlier breach of General Regulation C1.1.9 at Kimbolton in March 2014.

Mr Andrew Carter was represented

by Mr J Champkin who made it plain that Mr Carter wished to express his abject apologies for what had occurred and the Court notes that he cooperated fully with the actions of the Clerk of the Course, Mr Nigel Edwards.

Having viewed the CCTV footage and having heard evidence from Mr Edwards and the MSA Steward, Alan Bryant, the Court concludes that despite the mitigation evident in this matter, this was a very serious incident.

The video revealed a sustained assault and the Court notes that Mr Carter delivered numerous blows towards his victim who did not retaliate.

Whatever provocation there may have been, this violent behaviour cannot be tolerated. It brings motor sport into disrepute and the Court has to send a clear message that there will be serious consequences for the use of unlawful violence. In short, this was an exceptionally grave offence.

However, in this instance the National Court is prepared to deal with the matter by imposing a two-year suspension of Mr Carter’s licence. The second 12 months of this suspension is itself suspended subject to his good behaviour.

In addition Mr Carter is ordered to pay £1500 towards costs.

This decision is set down at 13:53 hours on Tuesday December 2, 2014.

DAVID MUNRO CHAIRMAN

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Williams FW14

Entrants Williams Drivers Nigel Mansell, Riccardo Patrese Debut 1991 United States Grand Prix Achievements 17 wins, 21 poles Constructors’ Championships 1 (1992) Drivers’ Championships 1 (1992)

1991-92

WILLIAMS FW14 & 14B

plus many more

★164-PAGE COLLECTORS SPECIAL★ Lotus 78 ★ Brabham BT44 ★ Mrab BT44 Williams FW25 ★ Ferrari F2004 ★McLaren M23★MercedesW154 Mercedes W154 Lotus 72 McLaren Williams FW14 Alpine Williams FW1 lpine A441 ★ Tyrrell Porsche 956 ★ Lotus 1 BT54 Minrdi M189 Jaguar XJR-14 Porsche 956 ★ Lotus 19 ★ Nissan GTP Audi R10 Sauber C11 Mercedes 300SLR Lola T70 Bentley Speed 8 Chaparral 2F Chaparral 2H Alpine A441 Zytek GZ09S Lotus 38 AAR Eagle BLAT Eagle

MARK BLUNDELL

1992 Le Mans winner, 61 GP starts, Champ Car race winner

SEE THIS CAR IN ACTION @ the motor sport digital edition

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GREAT RACING CARS

The Williams FW14 was as close as it comes to perfection for me, really. It was just a pleasure to use. It did whatever you wanted it to do and as a driver you can’t ask for much more than that.

It was quite a strange time for me, actually, because I was testing and developing the FW14 in 1991 when I was actually racing for Brabham. There were no issues between the teams with me doing both – in fact Brabham was quite pleased because the team was developing the fairly unusual Sergio Rinland BT60Y and they would ask me about the Williams all the time.

I remember going to Imola in early ’91 and going two seconds quicker in the FW14 on race tyres than I had with the Brabham on qualifying tyres. It was night and day really. I remembered thinking about that quite deeply when we were getting up at the crack of dawn for pre-qualifying!

The FW14 was quick, had amazing downforce levels and that great Renault V10 engine. After some initial bugs were ironed out it was reliable, too. It was actually the first generation of car that used a blown ❱❱

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03/09/2014 11:28

63

SPORTS CARS

SEE THIS CAR IN ACTION @ the motor sport digital edition

1969-71

PORSCHE 917

HELMUT MARKO

1971 Le Mans winner, 10 Grand Prix starts, Red Bull linchpin

Essential info

Porsche 917 Notable entrants Porsche, John Wyer Automotive Notable drivers Jo Siffert, Pedro Rodríguez, Brian Redman, Vic Elford, Hans Herrmann, Richard Attwood, Kurt Ahrens, Leo Kinnunen, Helmut Marko, Gijs van Lennep Debut 1969 Spa 1000Kms Achievements 15 wins, 11 poles (WSC) Constructors’ Championships 3 (1969-71)

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01/09/2014 16:33

I can’t recall whether it felt better in long- or short-tail guise, but when the handling was sorted it was an unbelievable car. My victory at Le Mans apart, I recall leading my first race in a 917, at the Österreichring in 1970, but it ran out of fuel and failed to finish. We introduced ABS at the same track one year later, but that failed and Gérard Larrousse and I retired after an accident.

It wasn’t an easy car to set up and I never found it particularly easy to drive, with all that power. It was a bit of a monster, but perhaps that’s what we’re missing in modern Formula 1 at the moment – something to separate the men from the boys. ❱❱

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15 5

RALLY CARS

1998

SUBARU WRC98

MADS ØSTBERG

Winner of one WRC event, works Citroën driver

£7.99

Lotus 72 ★ Porsche 917 ★ Audi R10 ★ McLaren MP4/4 ★ Williams FW14B ★ March 86C cedes W196 ★ Bentley Speed 8 ★ Mercedes 300SLR ★ McLaren M23 ★ Brabham BT54 ★ Audi Quattro ★ Jaguar XJR-14 ★ Porsche 908/3 ★ Penske PC23 ★ Ford Escort Mk2 ★ Subaru Impreza WRC98 ★ Lola T70 Mercedes C11 ★ Chaparral 2F ★ Lotus 38 ★ Renault R25

During my professional career I’ve driven some Subarus, the Ford Fiesta and now the Citroën DS3, which was designed for Sébastien Loeb and is a really amazing car.

But I’m quite a straightforward guy so I would say my favourite car of all time, just by looking at it and driving it, is the Subaru Impreza WRC of 1998, the first World Rally Car I drove.

OK, I’ve never competed in it – but my dad let me drive it when I was 13! I was not flat out, but I was allowed to drive it on a test on snow in Norway.

I’d learned how to drive a car very quickly when I was young. My dad was sitting next to me and I was allowed to do some drifts and it was a fantastic feeling. After I was a bit older and knew how to drive a WRC car, I tested it again. We sold it to another Norwegian guy and he asked me test the car with him, so I did one test day in the car.

I got lucky again.

SEE THIS CAR IN ACTION

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HOT OFF THE PRESS!

GREAT RACING CARS

@ the motor sport digital edition

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02/09/2014 11:58

13 3

FORMULA ONE MERCEDES-BENZ W196 INDYCARS

1994

PENSKE-MERCEDES PC23 500i

01

ROGER PENSKE Legendary US team owner

5 010791 482003

SEE THIS CAR IN ACTION @ the motor sport digital edition

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My favourite Indycar is our 1994 Penske-Mercedes-Benz we raced at Indianapolis with a 209 cubic inch, rocker arm Mercedes-Benz engine they called ‘The Beast’. Quietly, we took advantage of the stock-block rule for the Indy 500 which had been dominated by the Buick V6 turbo stockblock type engine running 55 inches of boost which was seven inches more than the standard, four-camshaft V8 racing engine most of us were using.

We saw we could build our own engine to those rules and we worked on it very quietly for a year and surprised everyone when we rolled out the engine for the start of practice for the Indy 500. We sat on the pole and dominated the race with our cars and won with Al Unser Jr and that engine. That was a great day for our team and company and it established my relationship with MercedesBenz like the Porsche 917/30 had done with Porsche.

Following that our dealership business with MercedesBenz expanded worldwide and I sold the Detroit Diesel engine manufacturing business to Mercedes.

02/09/2014 11:08

03/09/2014 14:50

Our Great Racing Cars special is now available for a discounted price of £5 – last few remaining!

Which cars do leading drivers hold in their affections, and why? The answers are both diverse and surprising...

To buy a copy of this special edition magazine visit:

http://shop.motorsportmagazine.com Also available in Sainsbury’s, Tesco, WH Smith and amazon.com Spring 2015 www.msauk.org 59

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13/03/2015 10:45

opinion

Simon says...

As a London park prepares to host its first race, Simon Arron contemplates the changing landscape of UK motor sport

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

be the domain of joggers, cyclists, dog walkers and tourists, all lured by its leafy charms, birdsong and the cackle of ring-necked parakeets, now common to south-east England.

For the other two, it is set to be home to the London ePrix, the finale of the inaugural FIA Formula E series for electric single-seaters.

With little more than three months to go I took a stroll around parts of the proposed track, upon which two young kids were jousting with bits of fallen tree and a bulldog stubbornly refused to heed its owner’s call. The required transformation is difficult to envisage but irresistible, not so much a case of inviting the public to a racetrack as delivering a racetrack to the public.

Battersea Park is set to host Although the event takes place on the London parkland roads, rather than the public ePrix at the end of June highway, it brings to mind a circuit that’s missing from the aforementioned list of casualties: Birmingham. It took years of campaigning to get parliamentary dispensation to close the city’s thoroughfares, but the result was the UK mainland’s only street racing event of modern times (if the mid-1980s can be called such). It Crystal Palace, Rufforth, Longridge, lasted five seasons, felt utterly wonderful because it was Ingliston, Croft, Llandow, Aintree… Such different, made absolutely no money (except for chassis was the trail of casualties that marred my formative manufacturers, who did a roaring trade in spare parts) years, a time when British racing circuits seemed often and always seemed destined to be a short-term miracle. to close but rarely to open (although Longridge With the government having last summer given the managed both in fairly quick succession). green light to an MSA-backed plan for more closed-road The news wasn’t all bad, mind. Donington Park was motor sport events in the UK, the time for Birmingham’s resurrected in 1977 and the Ty Croes rallycross track resurrection is surely ripe… morphed into the full Anglesey circuit during the 1990s. Llandow and Aintree continued to host kart, motorcycle and even car events (as they do to this day), Croft remained as a rallycross track before being restored to full purpose and Mallory Park has twice bounced back from threatened closure. Goodwood was revived in 1998, after a 32-year break, and swiftly became a highlight of the summer calendar.

Rockingham still feels like a new circuit to my mind, so I’ve no idea what happened to the 15 years that have passed since its christening. The new Circuit of Wales beckons in the longer term – and a fragment of Crystal Palace has in recent years hosted an annual sprint.

There have been other sprint and hillclimb success stories, too: Goodwood’s Festival of Speed predates the nearby circuit’s reopening by five years, Bo’ness was reborn in 2007, Cholmondeley arrived to significant acclaim in 2008 and Chateau Impney, dormant since 1967, is back on the calendar in July.

By then, the nation’s newest circuit will have been built, used, stripped down and packed away.

For 363 days this year, London’s Battersea Park will

“The UK mainland’s only street race felt utterly wonderful because it was different”

66 www.msauk.org Spring 2015

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HP7

FI A 8 86 0-201 0 - A DVA NCED H ELMET STA NDA RD

“Light as a feather” “strong as a bull”

WWW.GPRDIRECT.COM | 08435 070 858 | UNIT 1 SILVERSTONE TECHNOLOGY PARK, SILVERSTONE CIRCUIT, NORTHANTS NN12 8TN

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