1
©
Editors note Putting the finishing touches to this issue in glorious sunshine and calm conditions. Perfect for circuit powerboat racing and the upcoming Inter-Club event at Oulton Broad. Even 20 years ago it would have been impossible to imagine that the national field of competitors would be so diminished that two of the remaining clubs in the UK felt it was no longer financially viable to put on their rounds of the National series. Only time will tell if a resurgence is still possible.
Published by Fast On Water Publications 2018 All articles and photographs are copyright All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without prior permission. Editor Roy Cooper
Contents
Contributors Steve Pinson Kevin Desmond Andy Wilson-Sutter Roy Cooper
Cover photo of Phillippe Tourre in a Moore F3, Nottingham 1989. From the Pat Ainge photo archive. Photo credit needed.
1
2
Phil Rolla – Prop Man
4
Electric Records
8
Mercury Returns to Lake X
9
Hydroplane Racing – A mechanics view
Phil Rolla – Prop King
Philip Michael Rolla was born in 1938 in Madrone, a small agricultural town in farming country outside of San Francisco. His grandparents, who were farmers, immigrated to California from Italy’s Piedmont area in the years 1910-1916. Thanks to his father’s commitment to allowing his children to study, Philip graduated from Santa Clara University with a degree in engineering and economics. Although his work was in engineering, his economic studies would play an important part in his future, specifically in the creation of his future company. Phil Rolla has had a passion for racing boats and cars since he was a boy, and he has been fascinated by their technical and aesthetic aspects. After having worked for a company that carried out resistance tests on materials, he understood that his destiny did not include working for a large American company, and he decided to move to Europe.
Renate Michel, a ceramicist, and his partner since 1963. The region’s three large lakes and the presence of Como boat builder Angelo Molinari, whose friendship and instruction were fundamental, rendered it the perfect place to further develop his interest in marine propulsion. Rolla rented a garage and began contacting people in the United States who might be interested in his ideas about production of competition propellers. He received a response from Bill Harrah, an ardent follower of motorboat racing and the official importer for Ferrari in the United States, with a cheque for $1,600 to build three innovative propellers; one of which turned out to be very important for future discoveries in hydrodynamics. And so the company was born. This became Rolla SP Propellers and from that moment on, Phil Rolla’s success was assured due to his talent and passion for his work and his successes in racing motorboats. He combined this with his interest in contemporary art.
At the end of 1962 he went to Norway and then to Turin. In Turin he could count on the help of two of his father’s cousins, but his decision to stay there was also due to the presence of the Hungarian automobile manufacturer Frank Reisner. Phil worked for Reisner as an apprentice until 1965 and considers the experience fundamental in both his professional and personal development. Following Reisner’s advice, and for personal reasons, he moved to Canton Ticino in 1966 with
2
His first passion was for racing boats and moving to Italy, Rolla radically changed the sport with his innovative propellers. “I was breaking all the rules as to what propellers should be like. When I started out it was, and had to be, two bladed propellers. I introduced three bladed propellers in 1964 and led with the innovation of more blades until I had them racing with six bladed propellers in the end,” says Rolla.
drives had to have my propellers. In 1983 I had my first factory. Before that everything was done out of my garage; a real cottage industry with me making all the racing propellers with my own hands.” The factory grew to employ 50 people and during this time Rolla was the first to apply computational fluid dynamics design to traditional fully submerged propellers for commercial use. Recognition for his innovations has included being invited to be part of a MIT consortium for high speed propulsors and the 2000 RINA small craft medal for the design and engineering of surface piercing propellers.
For 25 years, starting in 1963, he furnished all the important race winning propellers in all the important international categories from 250cc hydroplanes to F1 circuit and Offshore Class 1, all over the world. He also built the propeller that Tom Gentry used for his transatlantic record in 1989.
In 2004 Rolla sold the business to Twin Disc. “Accounts receivable, balance sheets etc are not really for me. I never tried to make Rolla into a big company, only big enough to allow it to make the best oneoff propellers possible.”
Rolla pioneered the development of surface piercing propellers. Firstly for racing and then for the other applications they are renowned for today – high speed patrol and pursuit craft. The initial development was at the request of Commander Peter DuCane of Vospers, working with the Office of Naval Research. Then, from the 1980s, they were taken up by Magnum Marine and used with Arneson surface drives. “These worked extremely well and so all Arneson surface
Engineering and art continue to be combined with Rolla’s establishment of a private museum and art gallery in an old kindergarten outside Bruzella, Switzerland, where he now lives.
3
Electric Records By Kevin Desmond The electric record-breaking scene is an interesting one, as Kevin Desmond reports.
For batteries he chose 42 low - weight lithium - polymer starter batteries donated by a Korean company, Enerland Division of A123 Systems. When these were combined into six packs, roughly 22 volts lithium were given off, with a total voltage of 133. These batteries were then distributed around the craft. The only drawback of this multiple approach was that they had to charge each battery individually with highly specialized chargers.
In 2008, the world electric water speed record was lifted to 98.8 mph (160 kph) by Englishman Michael Bontoft, who ran a machine shop in Castle Rock, Washington, USA. The boat, called Bridget’s Watt Knot,after Bon toft’s wife, had 42 lithiumpolymer batteries encircling the craft in two rows. Bontoft ran his boat at Devil’s Lake in Lincoln City, Oregon, USA. Bontoft grew up helping his boater father Alfred “Alf” Bontoft compete in offshore powerboat racing. He was there in 1976 when his father lost his life during the Cowes- Torquay offshore race. It was the first fatality to happen at the event, which had been taking place annually for 17 years at that time.
The electric motor was a rebuilt Prestolite brushed DC unit normally used in forklift trucks. For the right prop, they had help and advice from Bob Wartinger, seasoned record breaker. Because of Bridget’sWatt Knot’s cramped size, Bontoft had to lie down in the hull to maneuver it, with just a columnless steering wheel and throttle.
The younger Bontoft went on to expand his racing horizons. He continued as a racing mechanic for Cougar Powerboats, Ajac Hawk Racing, and Tom Gentry’s American Eagle Race Team, where he built the engine- testing facility. He was part working for Ron Jones Junior’s Composite Laminate Specialties in 2007, building composite boats when he stumbled across the idea for an electric boat while Googling on the Internet. When he saw the record speed of only 50 mph, he thought he could build something that could go faster. His partner, wealthy dentist Lohring Miller, thought so too. First of all, they built a ¼ scale model and achieved a speed of 90 mph. It then took Bontoft about eighteen months and almost $30,000 to build his boat out of fibreglass, carbon fibre and honeycomb. Specialties, a specialty fibreglass fabricator owned by Ron Jones, Jr., Grandson of unlimited hydroplane designer, Ted Jones. There, Mike was able to tap into generations of boat building and design experience.
He also had an onboard GPS speedometer. On the first test run down Washington’s Silver Lake, the boat did about 78 mph (126 kph). A few adjustments helped Bontoft to increase the speed so that on the last test run, it reached an unofficial 101 mph (163 kph). On Saturday, October 10, 2008, Bontoft launched his white-and-blue e-hydro onto Devil’s Lake in Lincoln City, Oregon, and clocked a new 92 mph (148 kph) UIM record. The following day he set an APBA record of 98.1 mph (158 kph). Having changed gear ratios for another attack at the UIM run, he hit the kilo mark at 97 mph (156 kph) and the exit mark just under 103 4
mph (166 kph). On the return run with the motor hot, both marks were hit at 99 mph (159 kph), giving a new UIM WSR of 98.806 mph (159.013 kph). This was homologated in the UIM Bulletin#351, page 57.
To prove his stated mission to show that electric vehicles do not have to be slow and boring, Yates and his team next leveraged the technology from the electric superbike including the 193 kW (~258 hp) UQM electric motor to assemble an all-electric airplane. Purchased by Yates’ venture Flight of the Century (FOTC) in April, 2012 as an R&D plane for development of the company’s patented mid-air recharging technology, the Rutan Long-EZ underwent a complete restoration and conversion from gasoline power to all electric power in just two months at FOTC headquarters Inyokern Airport facility, in Kern County, California. Yates made his first taxi test on July 14, his first runway test July 16 and conducted the first flight on July 18. Then on July 19, on the second test flight, he achieved a speed of 202.6 mph (326 km/h), beating Frenchman Hugues Duval’s record by 27 mph. The flight ended in an emergency dead-stick landing following an in-flight lithium-ion battery problem, the same pack he lifted from his record setting electric motorcycle. On-board video footage shows Yates barely making the runway at Inyokern Airport after the flight. FOTC was engaged in a cooperative relationship with the Naval Air Weapons Station China Lake, who deployed high speed telemetry, radar and tracking cameras to capture Yates’ historic flight adjacent to their restricted airspace. After the flight, officials from China Lake visited the FOTC hangar at Inyokern Airport to corroborate the flight data.
During the Bonneville Speed Week, August 13-19, 2011 Paul Thede, on Richard Hatfield’s latest 200 hp black and yellow Lightning APSΩ8881 electric motorcycle powered by a 345 Volt 11 kwH LiFEPo4 nano phosphate battery pack, lifted average to 206.080 mph, hitting a top speed of 208.38 mph during his ride so breaking the 200 mph barrier.
They stayed on at Bonneville were progressively able to lift their own record up to a two- way average of 215.96 mph and a top speed of 218.96 mph in Bonneville. Electrical energy was equivalent to 50 miles per gallon. It had cost 18 cents. Although this did not qualify as a Guinness World record as it wasn't timed by the FIM timing association, Lightning decided to rename their production model the LS-218,
During the summer of 2013, Yates and team installed a brand new battery pack from EnerDel. The new 450-volt pack could produce a continuous 600 amps, and most importantly, it had not been abused setting world records on a motorcycle. Weighing 525 pounds, the new battery takes up the entire back seat of airplane leaving just enough space for the pilot. 5
which also powered the their Nissan Leaf electric car.
Renaming his e-airplane, Long-ESA, (“Electric Speed and Altitude”) he set out to create records in other categories. Many of the records for electric airplanes had yet to be established, and Yates set the goal of being the first to set the newly-created official FAI records. On October 5, at the California Capital Airshow in Sacramento, he successfully set his first Guinness World Record "Time to Climb to 500 Meters" with a performance of 1:02.58, measured from wheels stopped until the aircraft reaches the required altitude. The following day, on October 6, 2013 Yates set a second Guinness World Record for "Fastest Electric Airplane" with a run in one direction of the 1 kilometer course of 220.9 mph (355.5 kph), in the other of 212.9 (342.6 kph), with an average 216.9 mph (349 kph)
In 2014, they returned to their hobby on the Bonneville Salt Flats. Once out on the flats, with Eva in the cockpit, they slowly ramped up the speed with every run. On 28 August, Eva clocked a speed of 387.32 km/h (240.72 mph), the fastest official two-way speed record ever for a female motorcycle rider. On the other hand, in September 2016 the Venturi Buckeye Bullet-3 piloted by Roger Schroer established a new world speed record for an electric vehicle of 341 mph, making it the world’s fastest electric car. Power was 3,000 hp made up of four motors and eight battery packs comprised of 2000 lithium-ion cells
In terms of three-wheelers, Swedish-born Eva Håkansson and her husband, Bill Dubé’s electric motorcycle KillaJoule is the fastest. Battery technology from their sponsor A123 Systems, makers of the 19kWh lithium nanophosphate batteries, invented by Yet-Ming Chiang at MIT gave energy to the EVO Electric AFM-250 motor capable of producing 500 horsepower, although two Rinehart Motion System PM100 controllers must keep all that power in check – limiting everything to 400 HP.
Talking of their future plans, Chip Yates has told me “I am building also a new electric plane capable of 350 mph and intend to be the first person to break 200 (done), 300, 400, 500, 600 and the speed of sound. I purchased and own 1 megawatt of electric motors, which is 4 x 250kW liquid-cooled custom motors for my record breaking. I also own a 700 volt battery pack for the plane that is
At Bonneville, KillaJoule was charged by their bio-diesel powered generator for Cummins Onan; back at home it was done with solar, 6
over 65 kWh. I have built what we think is the world’s most powerful electric test stand, running at 1/2 megawatt turning 2 contra rotating 3 bladed propellers at my company Yates Electrospace Corporation.”
longer than the KillaJoule. Green Envy is currently looking for a motor partner. Initial trials will take place in March 2019 on the 160 km (99 mi) Lake Gairdner salt flats, South Australia, under the sanctioning of the Dry Lake Racers of Australia. The goal is to make a safe speed of 200+ mph! Then in March 2020, they will return to Lake Gairdner, to target 300+ mph, perhaps even 400+ mph “if the planets line up and the angels are singing.”
Eva Hakansson is equally ambitious. Their new project Green Envy, look very much like the KillaJoule, But the power required is now 1 megawatt (~1300 HP), 3-4 times the KillaJoule, from twin AC motors. Maximum practical diameter ~500 mm; maximum practical length ~320 mm.
As for the Venturi Buckeye-Bullet fourwheeler, perhaps their target will also be 400 mph. If so – then we can watch and see the first 100 mph water speed record, the first two-wheeler and/or three-wheeler 300 mph. One thing is certain, electric speed records are here to stay!
Range of maximum RPM allowing for single reduction final drive: 3,000 to 12,000 RPM. (At 400 mph, the wheel rpm is ~5000).Green Envy will be 23 ft or 7 m, about 3 ft (1 m)
www.aomci.org
This is the first international history of the birth and rebirth of the electric boat and ship from 1835 to the present day. It celebrates the Golden Era of electric launches, 1880-1910. It narrates how, despite the arrival of the internal combustion engine, electric propulsion continued its progress with the turbo-electric ship. It shows how sustainable and hybrid technologies, pioneered in small inland waterways craft towards the end of the 20th Century, have recently been scaled up to the integrated electric propulsion of the largest oceangoing ships.
7
“We hear stories all the time about folks who worked for Mr. Kiekhaefer and their wonderful experiences at Lake X,” said Dauchy. “We want to create new memories and build on our heritage of performance, reliability and to merge together our new Go Boldly brand cache with almost 80 years of history.
Mercury Marine Preserves its Heritage with a Return to Lake X From Yachting Art Magazine February 19 2018 Mercury Marine, the world leader in marine propulsion, is reviving a piece of its history as the company has agreed to lease the property at Lake X in Central Florida. Lake X, a pillar of Mercury’s heritage, was designed and built by Mercury Marine Founder E. Carl Kiekhaefer in 1957 and later sold to the Kirchman Foundation, who still owns the property today. The facility was designed to be the most secluded marine testing facility in the world with 12,000 acres of land and 1,440 acres of water at Lake Conlin. “Mercury Marine is closing in on its 80th anniversary (in 2019) and we have a rich heritage that is unmatched in the marine industry,” said Michelle Dauchy, Mercury Marine chief marketing officer to Yachting Art Magazine. “Returning to Lake X is an opportunity to build an immersive brand experience around that heritage and capitalize on the popularity of the Mercury brand. We have been able to host customer and media events as well as take advantage of the lake to test product.” The location, based in Osceola County, Florida, is roughly three miles long, one-mile wide and nearly six miles in circumference. Lake X was long used for performance tests of Mercury-powered boats, R&D, new product testing and endurance validation. Mercury Marine occupied Lake X until 2004 when it chose not renew its lease. The secluded freshwater lake is also known for one of Mercury’s most famous PR events that took place in 1957 where a 50,000-mile endurance run, featuring two boats running continuously on a closed 5.8-mile course, 24 hours a day, seven days a week made marine industry history. 8
Hydroplane Team Racing – a Mechanics View By Andy Wilson-Sutter
Area 31 Racing Team consists of not just a driver but the whole team has a major input into the preparation and racing. The team consists of the driver David Jones and mechanics Andy Wilson-Sutter (rope man), Steve Riches (Coz) keeper of the keys, Phil Punt and the late Graham Cook.
make it a successful race night. Each team member trusts in the other to get it right, the driver relies on us to make sure the boat is ready and safe and we rely on him not to break it too many times. Although there is a huge amount of preparation during the week I will start at arriving at the meeting and getting ready for scrutineering. Boat unloaded, life jacket and crash helmet made ready for inspection. Chase the scrutineer to check the boat over so we can get it over to the pits. This is ‘be nice’ time, even though you probably hate him with a vengeance, we want the boat to pass don’t we.
Graham, Phil and Andy
A holiday maker arrives with his little son, Jimmy; can he sit in the boat for a photo? We
The following piece gives you an insight into how the team works together in order to 9
sit little Jimmy in the boat and smile for the camera, little Jimmy is over the moon with excitement.
worked. I punctured them on the point of the prop last week. Really must use the prop guard more; apparently it is a rule now.
The scrutineer checks around the boat, steering wires, skeg, engine stability, crash helmet, lifejacket, even though it was the same ones that had been used all season. Where’s the paddle he asks, oops it is in the trailer sir I will get it. Then comes the good bit, let’s test the jack plug and make a bit of noise.
While David is paddling the boat round to the pits, we collect everything up and carry all the kit including tools boxes, fuel cans, oil, propellers, wellies, round to the pits. It seems to get more and more each meeting. We’ve only got a practice and three races, what does he want 10 propellers for? We arrive just in time to put the boat on the stand.
Coz blows into the fuel tank pressure pipe and up come the carburettor float needles. ‘Fuel’s up’, he calls. Who has the Easy Start? It’s in the tool box. Who has the keys? Coz quickly retrieves the aerosol and promptly squirts plenty of gas into the carbs. Rope round the flywheel, will it fire up first time? NO!! The fuel blows back through the carbs. Fire! Coz yells, quick pull it again, which sucks the flames back into the engine. Let’s have another go. YES!! Sounds really sweet; all four cylinders firing, we are just beginning to enjoy the sound of an on song four cylinder Konig when the scrutineer pulls the jack plug and the engine dies. The scrutineer is happy and all is in order so we can get David to paddle the boat round to the pits.
David gets a piggy back out of the boat, doesn’t like getting his feet wet nowadays. He says it adds weight to the boat having wet shoes and jogging bottoms.
Phil, David and Steve Once on the stand in the duck pond there is a three way discussion on which propeller and setup to use after looking at the water conditions. It’s a bit bumpy tonight with a steady wind blowing down the Broad. Once decided, David disappears to see what’s happening about drivers meetings while we prepare the boat. Propeller on and fully fuelled up, make sure the jack plug is in the boat, make sure the starting rope is in my pocket and check everything is still tight after the rebuild during the week. Don’t forget the prop guard Phil
We carry the boat to the slipway. This is when I find out if the patch I put on the waders 10
shouts. That done there is just enough time for a cuppa and a cheese roll, last chance we could get for the rest of the meeting.
spray but safely negotiated, there is no telling where they are going next. Up the back straight and it’s really flying into the wind, a quick discussion with Coz and we agree to suggest kicking the engine in a bit and possibly dropping it a couple of millimetres to compensate for the rough water. Out of the top turn and a little bit of a misfire but it soon clears; could be a duff plug. The boat also looked to be a bit difficult to control. I bet he is going to ask for the steering to be tightened so out comes the 19mm spanner ready for when he comes in. Round for the second lap and the engine has cleaned out the excess oil after the rebuild. It’s really flying now, perhaps a bit too much. Managed to get a clean turn, now let’s see what acceleration that prop has. It bites nice and early. You can tell that David is using the stack well; it picks the boat up and fires it up the back straight but we get the feeling that David cannot use the full revs of the engine due to the lift caused by the head wind. Not bad for a 1974 square block Konig.
David returns from the drivers meeting and updates us on any issues raised then all is ready to roll. We have two laps practice he says, when is that we ask, NOW!!. We hastily finish our cuppa and lift him into the boat, Coz quickly blows the pressure up gasses, the engine, one hefty pull of the rope and we are away. On goes the stop watch to see how long it takes from leaving the pits to crossing the start line. Out the boat goes, rounds a mooring buoy at the top of the Broad and David winds it up past the club house, stop the watch, it has taken 40 seconds, this is what we will use to start his race based on his handicap and the prop we are using.
Back in the pits, the first thing David says is he needs the steering tighter. Now that’s a surprise, I have the spanners in my hand ready. We discuss the settings, although David is driving and gets some feel as to how the boat is riding, we can see more from the bank and he relies on us to tell him what it’s like, after some discussion we agree to leave the original prop on but drop the engine a couple of millimetres and kick the angle in
The engine sounds nice and clean and it’s flying maybe a little too high, into the Wherry turn amongst the slower OSY boats, lots of 11
about the same, it was getting a bit high going into the wind.
minute twenty five seconds, check the fuel is still pressurised and jack plug in. One minute thirty seconds I give two sharp knocks on the side of the boat, David nods and opens the throttle, another sharp pull on the rope and the engine bursts into life. Watching the clock tick round I give a nod and we slide the boat into the water trying to avoid getting swamped by the prop wash, now it is all up to David.
Once done we check the plugs to see how the engine is running, three seem really clean and one looks a bit oily so let’s replace that one. Refuelling and checking nuts and bolts are tight, is there time for another cuppa before the first race. I check the handicap, two minutes twenty 20 seconds after the start of the race. That’s a bit stingy especially with so many other slower boats on the water. That means most of the OSY boats will have done nearly three laps before we start. Still must not upset the handicapper eh!
We quickly walk to the front of the clubhouse still watching the clock, David is already on his run in and he hits the start line with half a second to spare, “better to be a bit late in than early” Absolute perfection, the boat is literally prop riding with nothing in the water but half of the prop. Gives you goose bumps to see it fly like that, means you have got it right. He gets a clear run for the first half of the lap but catches a bunch of OSY boats very quickly along the back straight. They are the full width of the straight. Is he going inside or outside of them, no he goes right through the middle. Round the top turn and down towards us it seems that dropping the engine has made a big difference. There is a slower boat approaching the Wherry turn and is quite wide on David’s normal line of approach, now where is he going to go, with no hesitation he dives down the inside and gives the boat a real handful coming out of the turn. David gradually un-laps himself, and
There is the two minute signal, start the stop watch, chase David to get his life jacket on, lift him into the boat, then the one minute signal, lets warm the engine, check the fuel is pressurised and pull. It starts first bang and sounds really good, this is adrenalin time for us; if we get this bit wrong then David will either be early and have to back off or be late. The start hooter sounds but we are taking no notice of that as we are timing things ourselves. David lays down ready in the boat. It’s now up to us to get him out at the right time. This is the crucial bit. With a handicap of two minutes 20 seconds we need to launch him at 40 seconds before that which will be one minute forty seconds after the start. Watching the clock it gets round to one 12
coming up to the final turn he has one boat to catch to win but alas he just misses out.
Before the next race we get a print out of the previous race lap times, 4 laps under 40 seconds and two just over, best lap time 38 seconds, then we need to check the handicaps to see if it has changed and yes they have knocked ten seconds off, “thank you Mr Handicapper”. We now recalculate launch times etc.
Back to the pits, how was that David says, not bad for how rough it was, we have another three way discussion to see if we can improve on anything; no let’s leave it as it is for the next one. Check everything is still tight, drain any water out of the boat, check the spark plugs again, all okay. Mix the fuel and fill the tank and there is time for another cuppa.
Pitting in the Duck Pond at Oulton Broad gives spectators an ideal viewing area where they can get quite close to the action. Just time for a bit of PR, answering questions like why is it called a hydroplane and what is it made of? How many revs does that engine do? Why don’t you put a starter motor on it? How fast does it go? Where are the brakes?? Then the two minute signal sounds for the second race and off we go again...
The only non-profit organisation in the UK dedicated to preserving the history of circuit powerboat racing. Join us now...and make a difference. You know it makes sense! fastonwater@live.co.uk 13
14
15
16
It is with great pleasure that we are able to announce we now have Charity Commission registration. Our registered charity number is 1177837. We would like to thank Kevin Desmond and the board of the Antique Outboard Motor Club, USA, for their help and support in our application.
There will be an official unveiling of number 52 later in the year. It is planned that John’s son, Steve and daughter, Sue, along with their families will attend the unveiling. It is hoped that Alex de Boom will also be able to attend. We need to buy, borrow or be donated an appropriate motor for number 52. If anyone can help with this or knows of anyone who can, please contact us at fastonwater@live.co.uk __________________________________
____________________________________ John Hill’s 1990 Championship boat restoration is well on its way. Since last reporting she has had two coats of primer, rubbed down, masked up, painted, rubbed down, masked up again and the final top coat.
We will be at the F1H2O London race in June and also have a display at the OSY400 Europeans at Oulton Broad in July. Hope to see some of you at one or other of these events. __________________________________ We now have nine Trustees: James Boggis, Pelle Brolin, Roy Cooper, Nigel Hall, Steve Kerton, Jason Mantripp, Rod Richardson, Dene Stallard and most recently, Mike Ward. If you feel you would like to get involved with the work of Fast On Water, then please don’t hesitate to contact us: fastonwater@live.co.uk __________________________________
Now just the livery to add. Our only reference for this is a variety of race photos from 1990 but we’re sure the finished item will look as good as when John raced her.
High quality enamel badge £6.00 inc p&p
18
19
20