Motorsport News Issue 110 - 26 September-9 October 1997 by V8 Sleuth

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NEWS

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BATHURST HERE WE COME: One of the favourites at Mt Panorama next week will be the factory Volvo Australia team, which last week tested its latest imported 850 in its new colours, boasting Prime sponsorship. O

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first, the AMP Bathurst 1000, now just a week away. As D-day arrives, neither side of the Super Tourer versus V8 Supercar contest is showing any signs of concern over their respective event or any desire to consider a compromise for 1998. In the end, the financial out come of both races will set the tone for post-race consideration of the future. The Bathurst Consortium, consisting of the Bathurst City Council, the Seven Network and the Australian Racing Drivers Club, will promote the AMP Bathurst.1000. The Primus 1000 Classic stakeholders include the Bathurst City Council (25 per¬

cent), IMG and V8 group AVESCO, which reportedly has taken on 10 percent from IMG, which retains the 65 percent balance. In the meantime, the motor sport public is left with two starkly contrasting 1000km races to choose from - and indeed enjoy. The traditional race, the AMP Bathurst 1000, on the tradition al October date and on the Seven Network, is gambling on the public and corporate inter est in the global Super Touring category, with a strong list of Continued Page 6 07

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26September 1997

Stokell gets Bathurst chance with Gardner Poole loses sponsor in split

By CHRIS LAMBDEN AN entry for a second Wayne Gardner Racing Commodore for the Primus 1000 has been confirmed this week. Former Gold Star champion Paul Stokell iheads a three-man driver line-up in a deal brokered by Sydney Sports Management consul tant Pat McCarthy. McCarthy, who also looks after Alan Jones’ sponsorship arrange ments, put the deal together after initially seeking a drive for Peter Bradbury, a friend and Porsche Cup racer. The resulting entry will see Stokell and Bradbury joined by for mer Porsche Cup winner Anthony Tratt. Sponsorship comes from compa nies which have existing links with each of the individuals - Trust Bank (Stokell), Toll Express (Tratt) and Compuware(Bradbury). The lead Coke team car of Gardner/Crompton will also carry signage from all three of the spon sors. Stokell and Tratt both tested the WGR car last Friday at Oran Park, in the wet, and were joined on Tuesday of this week at Eastern Creek by Bradbury. Confirmation of the late entiy on Monday has left the compact WGR team with a full plate in order to present three fully-prepared cars for the Bathui-st race (the team also prepares the Lansvale Commo dore). MEANWHILE, an entry for AMSCAR series runner Don Pulver (who has invited Bruce Stewart to co-drive) in an ex-Lansvale Commodore brings the Primus 1000 field to healthy 43.

THUMBS UP... Paul Stokell(centre) gets together with Bathurst co-dri vers Peter Bradbury, Anthony Tratt and their WGR Commodore for the first time at Eastern Creek this week. (Photo by Rod Eime)

n Following further problems with a revised five-spoke design at the Tickford 500,importers Revolution Racegear have again withdrawn Technomagnesio wheels from the market. The withdrawal has been followed by a formal CAMS ban on the wheels until the production problems with the Italian manufacturer can be resolved. While a couple of GT-P teams are inconvenienced, most affected are V8 Supercar teams such as HRT,Komatsu. Mitre 10 and John Faulkner Racing, who have had to acquire sets ofSpeedline wheels in a hurry for Bathurst. n Channel 7 has confirmed broadcast times for the AMP Bathurst 1000. The live broadcasty will run from Sam (eastern time)to 6pm on Sunday October 5, with an hour of practice and qualifying coverage on Saturday

from 5-6pm.

n In addition to the Audi team, the Toyota Camrj'of Mark Adderton and Neal Bates will run on Dunlops at Bathurst. This may cause some confusion, because Dunlop is flying out its top UK Super Tourer tyre engineer for the week. His name? Neil Bates ...

MARK Poole’s co-driver Peter Gazzard has spUt with the team and is actively seeking another drive in the Primus 1000. Although nobody is being too specific as to the cause of the split, Gazzard it was who had n Jason Bright has spoken brought the Scott’s Transport with the Payton Coyne Indycar sonsorship to Poole’s team and team about a possible testing that departs with him. berth, as well as with a number of As Motorsport News closed Indy Lights teams. for press, Gazzard was close to n TEGA’s Technical Committee agreeing terms with privateer Malcolm Stenniken to share the met the day after Sando\vn to dis latter’s Commodore, which will cuss front suspension options for the new VT Commodore. While gain the Scott’s backing. At the same time, Poole’s car the Holden camp is pushing for a owner James Rosenberg con wishbone set-up as used by Ford firmed that Queenslander Tony to further standardise the cat^oScott would co-drive with Poole ry, it seems Ford currently has at Bathurst. reservations on that option. The team will have sponsor n When TEGA’s Wayne ship support from the South Cattach recently won a $50 bet Australian town of Gawler and with Melbourne motoring jour machinery manufacturer John nalist Paul Gover(over the num Deere, while Scott will bring ber ofimported Super Tourers Nokia backing. starting the AMP 1000), the loot Scott has recently tested the was delivered as a bag of5 and car. 10 cent pieces. An exasperated Poole is in Austria getting Cattach gave it to his wife, who married and could not be con set offfor the pokies and turned tacted for comment. - CHRIS LAMBDEN , it into $150....

McConville F3 chance

Channel 10 move on FI

CAMERON McConville has tested a Formula 3 car in England and is believed to be contemplating a more regular return to openwheelers. The former Australian Formula Ford champion, who is racing for the Orix Audi Super Tourer team this year, said he enjoyed the F3 drive but was non-committal about his future. However, our spies in England suggest that agents acting on McConville’s behalf have held discussions with F3 team owner Alan Docking about a possible 1998-99 progi-am. Docking is currently run ning Mark Webber, of course, but the Yellow Pages-backed driver is unlikely to stay for a second season. At 23, McConville needs to move quickly if he is to seri ously follow a long-held dream of racing in Europe. “The real reason for going along was to go to a couple of the test days and have a bit of a squiz at it,” said

By PHIL BRANAGAN

By DAVID HASSALL

FORMULA 3 TEST... Cameron McConville straps into the Dallara 953 at Snetterton in the UK. McConville this week. “Tom (Warwick, his mentor) has a friend over there who arranged a drive of a 1995 Dallara at Snetterton, but I only did about seven laps. Still, it was good to drive an open-wheeler again.

‘I quite enjoyed it and I got down to his (owner Philip Hopkins’) times, but it was a bit more underpowered than I thought it would be.” McConville said his main priority was still the Super Tourer title, which he has a

chance of winning, and took the opportunity while in England to visit Audi Sport. He is looking forward to Bathurst next week and will then start thinking about his 1998 prospects, both here and abroad

CHANNEL 10 may be in line to add Formula 1 to its already impres sive list of motorsport coverage. The Network may be able to get the rights to the World Championship for 1998 - including the AGP in March - despite the fact that the Nine Network announced a three-year deal at the start of this season. Industry sources have told Motorsport News that Nine has failed to meet certain conditions in their contract with Bernie Ecclestone’s Formula One Promotions, which admin isters the television rights to the Championship. While exad details of these breaches are confi dential, it is believed that they relate to scheduling of the broadcasts them selves and a failure to meet a minimum standard ofcoverage of quahfying.

Nine has scheduled sev eral GPs in the small hours of the night due to clashes with Wimbledon, test cricket and golf. Should Nine default on its contractual obliga tions, the rights would be up for grabs and, with the Seven Network commit ting its sports program ming to football and the Olympics, 10 is in a strong position. Ten was keen to get the FI rights at the start of the season but couldn’t raise the finance to fimd it. A payment for some of the network’s Americansupplied programming was due at the same time so funds for both were not available and Nine signed the deal with Ecclestone. The move would have to occur quickly. Ten would become host broadcaster for the Qantas AGP at Albert Park on March 8 and it would need time to organ ise proper coverage.

26 September W1

State backs Damon for Jordan Willowbank circuit with $1.5m grant By JOE SAWARD

DAMON Hill has si^ed a two-year deal to drive for Benson & Hedges Jordan for a rumoured US$10 million a year. Hill was not considered a likely candidate for the team, but when Giancarlo Fisichella’s deal with Benetton was confirmed after a hearing at the High Court in London, Benson & Hedges demanded that a deal be struck with Hill. The official story is that after the Italian Grand Prix Jordan and the head of Benson & Hedges’ sponsor ship programs boarded a pri vate jet to fly home from Monza and found Hill wait ing for them in the back of the plane. A deal was then struck prior to the Fisichella court decision. This was not signed until the following Wednesday, the day after Hill informed Alain Prost that he was not accept ing the deal from Prost. This reportedly upset Alain, who believed that he had Hill. The deciding factor in the decision appears to be that Benson & Hedges was will ing to offer Hill more money than Prost, who had bid $9m a year for Damon. Eddie Jordan refused to say how much he was paying Hill but admitted that “dri vers of talent don’t come

By CHRIS LAMBDEN

OLD FRIENDS... Eddie Jordan and Damon Hill share a joke at the announcement. cheap” and that Hill’s retain er was a lot more money than the Jordan, team had ever paid any driver in the past. The deal is ironic in that none of the top management at Jordan had shown any interest in Hill, preferring a hst of other drivers. Eddie Jordan made a big song and dance only a few weeks ago about how the team intended to continue its policy of employing young drivers, a philosophy which he called “a key element” in

the Jordan success story. Jordan chose to forget the idea in Austria, saying that Damon was bringing experi ence of victory, “an ingredi ent we have never had before”, and that a driver pairing of Hill and Ralf Schumacher “must be the perfect blend of up-and-com ing talent and proven abili ty.”

At 37, Damon can hardly claim to he a youngster and indeed his deal with Jordan is being seen as his final FI job before retirement.

“My aim,” said Damon, “is to win races and challenge for the World Championship. “Jordan has shown in 1997 that they can challenge for motor sport’s greatest prize. This team is going to be a very strong force. “The deal gives me the most competitive situation I could have.” 'There is no doubt that the primary \catalyst in the Jordan-Hill deal is the money which Benson & Hedges agreed to spend to get hold of Hill.

Fisi and Wurz at Benetton THE Benetton team has announced that it will be running Giancarlo Fisichella and Alexander Wurz next year, follow ing the London High Court deci sion that Fisichella is bound by a Benetton contract. Fisichella had been in the middle of a legal battle between Benetton and Jordan. He originally signed for Benetton but was released to race for Jordan this year. Benetton had the option to take him back in 1998 if the team paid Jordan $2.4m.

By JOE SAWARD THE Formula 1 silly sea son died a quick death in the days before the Austrian GP as the 1998 driver combinations fell into place. Jean Alesi, realising that there was no chance for him at Benetton and Jordan, decided to sign a two-year deal with Sauber to be teammate to Johnny Herbert. Alesi said that he had been surprised by the good performance of the Sauber team this year and had been impressed by the team’s factory at Hinwil. “I think they have the

This option in the agreement was not included in the contract which was reg istered with the FIA Contract Recognition Board and Justice John Jacob ruled that, as the regulations insist that all options are listed, the contract between Benetton and Jordan had been broken and was, as a result, no longer valid and that Fisichella was thus a Benetton driver because of his original deal. Justice Jacob ruled, however, that Benetton should pay the $2.4m to Jordan as compensation, suggesting that it was not entirely Jordan’s fault that the option was not included in the

contract lodged with the FLA. Benetton then announced that Fisichella would be partnered by Austrian youngster Alexander Wurz, who has been the team’s test and reserve driver this year and stood in for Gerhard Berger when he was out of action with sinus problems. Signing up Fisichella and Wurz is a very cheap solution for the team, which has not enjoyed as big a budget as it would have liked in recent years because of a lack of good results since Michael Schumacher left the team at the end of 1995. -JOESAWARD

CONSTRUCTION of new Queensland’s Willowbank race circuit is expected to start in November. Last week, Queensland Sports Minister Nick Vievers announced it would back the project to the tune of $1.5 million. The circuit, which will now be known as Queensland Raceway, will be operated by the newlyformed Motorsport Queensland Ltd, the non profit motor sport club headed by Brisbane motorsport identity Dennis Brown. Corporate funding (the club expects to finalise a naming rights sponsor for the venue in due course) and a growing number of life membership investors will contribute the balance of the multi-million dollar cost of completing the first stage of the project. The first race meeting is expected in the second half of next year, with the venue likely to bid for a Shell round in 1999. A delighted Dennis Brown told Motorsport News this week that the level of support for the new circuit has been phenome nal: “Since we announced the plans, hundreds of individ uals and organisations have offered help,” he said. “It just shows what a demand there has been for in track new a Queensland.’ Among the supporters is the Ebenezer Mining

Company, which mines coal nearby. The company will contribute earth fill and earthmoving services free of charge. The Ipswich City Council has recently granted a 30year lease on the site. The design for the 3.1km circuit has been finalised and has CAMS approval. A number of leading drivers were consulted as the

design took shape in order to ensure the circuit offered as many passing opportuni ties as possible. “We’ve done a number of simulations,” Brown said, “and we reckon a current V8 touring car will average 157-160kmh and that there will be four good passing spots on the circuit. “Now that we’re on the verge of starting work, the project is a reality, so we are expecting a further surge in club memberships. “Now is a good time for people to seriously consider the life membership pack ages we have to offer.” The club can be contacted on 07 3272 0311. At the same time. Brown is keen to clarify some con fusion between this project and another, floated under the International Motor Racing Queensland banner and headed by the Lakeside International Raceway ownership group. “Some people are of the impression that the two are in fact one and the same project. That isn’t the case. “Our group, Motorsport Queensland, is a non-profit club set up to specifically operate this venue. The other is a private company.”

to Sauber, Salo to Arrows The Italian is an out potential to be a top team in the near future,” said^ side chance for a drive Jean, “and I hope my with Prost and might be experience from driving an option for Tyrrell if for Ferrari and Benetton the team decides not to keep Jos Verstappen. If will be good for them.” Jean has had a frus not, the only option is trating career to date Minardi. Tom Walkinshaw had with only one win in 132 races. been waiting to find out The deal is not believed what Damon Hill was to be worth an enormous planning to do. When it became clear amount to Alesi as he had little choice if he wanted that Damon was not to stay in Formula 1, but happy with the package we believe that it includes Tom was offering, he a generous performance took the decision to hire bonus based on the num Mika Salo, a move which will be a great deal ber of points he scores, The announcement cheaper than paying for that Gianni Damon Hill, meaning means Morbidelli is in trouble that more money will be available for John once again.

Barnard to play with technical things. The re-signing of Pedro Diniz will, of course, boost the team’s budget to the tune of around $17m - Pedro bringing backing from both Parmalat and Zepter. Salo is expected to add $3m to the kitty from mobile telephone compa ny Nokia and with Danka, Bridgestone and, probably, Yamaha adding to the budget the team should be well-financed next season. Salo has spent the last three years at 'Tyrrell but has never had the machinery to show his talent.

BIG CHANCE... Mika Salo could shine at Arrows.

26SeptmberW/

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World Champ Courtney By CHRIS LAMBDEN

AUSTRALIA’S 1995 World Junior Kart Champion, James Courtney, has achieved a rare double by winning this year’s Senior cham pionship. The effort has thrust the unassum

ing youngster firmly into the interna tional motor sport limelight, joining an elite group of recent former win ners, two of which are currently rac ing in FI. He becomes the first Austrahan to win a senior World Kart Championship and joins Stewart FI star Jan Magnhssen as the only dri vers to have won both the Junior and Senior Championships. Jamo Trulli, who so spectacularly led last weekend’s Austrian FI GP for Prost, is a former double (senior) world champion who drove for the same Tony I^rt team that Courtney now leads. Tony Kart’s influence was crucial in Trulli’s progress directly from karting to a German F3 championship drive and Courtney might well have similar weight behind him come the time. For now, the youngster moves to the other Senior kart category. Formula Super A,for 1998 and proba bly 1999, before seeking to move into cars: “I’d expect to be in Super A for two years,” he told Motorsport News this week. “There’s stiU plenty to learn and I want to have learned it before I move into cars...”

The 17-year-old NSW driver secured pole for the all-important final at the World Formula A Championship, held at the French Salbris circuit on September 13/14, and dominated the final, clearing away to win by a substantial 300metre margin. Copping the damp part of a wet/dry qualifidng session had seen Courtney, one of the pre-event favourites, a con servative 25th-fastest, but from here on the weekend “went completely to plan,” according to Courtney. According to other seasoned observers, Courtney was so blistering ly fast in practice that mechanical failure or incident were the only two things that would beat him. With the field split into six groups, each running one qualifying heat against each of the others, Courtney started each heat from grid nine, putting together a win, 2nd, 3rd, 4th and 10th (after colliding with country man Ryan Briscoe when the latter’s engine seized), to earn grid 5 for the Pre-Final. With his parents on hand to wit ness his success, the Young Aussie swept through to win the Pre-Final and then the big one. Although based in Holland this year, Courtney retiumed to Australia last Thursday for a short break. His final international race of the year is the North American Championship, at Charlotte in November. More in our karting pages.

France to lose its Grand Prix? THERE does not seem to be a place for the French GP in the Formula 1 World Championship next season. Several versions of the 1998 Grand Prix calendar have been circulating in the paddock in recent races but none of them seem to include France, which has been hav ing serious problems with the FIA in recent years over television rights and tobacco advertising. Australia remains the opening round of the 17-race series.

The mmoured calendar in Austria was as follows: Australia (Melbourne), March 8; Brazil(Interlagos), March 29; Argentina(Buenos Aires),'April 12; San Marino (Imola),April 26;Spain (Barcelona), May 10; Monaco, May 24; Canada (Montreal), June O'?; Luxembourg (Niuburgring),Jime 28; Great Britain (Silverstpne), July 12; Austria(A1 Ring), July 26; Germany (Hockenheim),August 2; Hungary(Budapest),August 16; Belgium (Spa), August 30; Italy(Monza),September 13; Portugal(Estoril) September 27; Korea (Sepbong),October 18;and Japan (Suzuka), November 1.

TOCA dates TOCA Australia has con firmed its 1998 BOC Gases Australian Super Touring Championship calendar. The eight-round champi onship has been compacted into an April-August sched ule in order to have it com pleted prior to the running of the next AMP Bathurst 1000, on October 4 next year. At the same time, TOCA chief Kelvin O’Reilly has confirmed TOCA’s intention to seek International status for all rounds of the series to ease the participation of overseas drivers. The Century Batteries GT-P Championship, Porsche Cup and ROH Wheels Commodore Cup

categories will again sup port the series. The calendar, which spaces the series in neat 3week intervals, is: Calder April 5 Oran Park April 26 May 17 Phillip Island June 7 Eastern Creek June 28 Lakeside July 19 Mallala August 9 Winton August 30 Amaroo One round, Mallala on July 19, clashes with the Shell series V8 round that is currently scheduled for Hidden Valley (NT). While it isn’t a serious clash, there is some sugges tion that Hidden Valley may move forward one week to July 12. - CHRIS LAMBDEN

CHAMPION OF THE WORLD... James Courtney with his Senior World Championship trophy in France.

t was obviously a good i omen when Motorsport News suggested I had my own regular column| in the magazinel I said*] in the first column last month that I was looking forward to telling you all about the World I Championship when I next wrote, so here I am two weeks after winning the eventi It's been an amazing fortnight. The main race just went to plan. I went hard at the start and pulled a good gap and never looked back as the gap behind me got bigger and big ger. At the half-distance point, I had a pretty big lead and at the finish I won by about 100 metres. Everyone tells me I was pretty sub dued on the podium, but that was only because it hadn't sunk in. I had a tremendous response from the crowd, which was enormous the whole place was packed and everyone was really happy for me. I started to go a little crazy when we started to celebrate that night and I kept saying thank you over and over again to lots of different people!

October 2 when I compete in the North American titles at Charlotte, North Carolina. The Super A formula has softer tyres and a slide carburettor (as opposed to the butterfly one in Formula A) and is for more experienced drivers. I'll be racing against some very good drivers, including my teammate, Johnny Mislijevic, as well as fellow Australian Ben Horstman, but that doesn't worry me. I had forgotten all about it, but a

It's been a chaotic I week or so since winning 'the title. Mum, dad and I flew back to Australia just a few days after the race and had a great welcome at the airport with family and friends. Jim Morton of Tony Kart Australia, Brian Lindsay, who was my very first engine builder, and Ken Mitchell, who owns a go-kart shop, were all there to meet me, along with my best mate, Brent MacKinnon. Since been home. I've had ty of I've publicity interviews onplen the radio and photo shoots, and this week Channel Nine's Charles Stewart is doing another story on me. We're wait ing for some footage of to arrive in Australia and hopefully one of the TV stations will be interested in running it. Now that the hype is begin ning to subside, I'm enjoying being home and being able to release the pressure that has built up during the season. I've just acquired a new "toy" - a mountain bike. I had been meaning to buy one for myself when I got home, but I've been fortunate to have been given one by the guy who does my carburettors. So the past few days I've been out riding with my best mate, which has been heaps of fun and is a great way of keeping fit.

‘^ril be able to rub shoulders

with this yearns Formula 1 World Champion. That will be a huge buzzfor meV^

t's strange, but winning the world title for a second time makes me feel a lot better about the first. People were say ing at the time of the first win that I had fluked it, but this second one has proved that wasn't the case. There's also been a lot of compari son between myself and Jarno Trulli and Jan Magnussen, who are both pre vious winners of junior and senior world championships. It sounds pretty good to me, espe cially since they're both in Formula One! It certainly gives me a bit of boost. On the strength winning the Formula A worldof championship. I've now been promoted to Super A and I will have my first Super A race on

couple of people reminded me that I have already raced against Super A guys, when we had a combined race for Super A and Formula A. I started seventh in the final and got up as high as third, but eventually finished fourth. The others in front of me were ali Super A drivers, so that's a bit of a con fidence booster for me.

ext season I will be racing for Tony Kart in Super A. I've been speaking to the team owner, Roberto Robazzi, my mechanic, Lucio Cavuto, and my engine builder, Martijn Koene, about my long-term future, and they all think that I should have at least two more years in karting before graduating to car racing. We all agree that there's still plenty for me to learn in karting.

After home racing for ainlittle the while States, before I'll behead back ing to Europe in either November or December for the FIA World Championship prize-giving in Monaco, and to collect my trophy. When I won the junior title in 1995, the awards night was cancelled and we went to Paris instead for a CIK prize giving. But this time I'll be able to rub shoul ders with all the other FIA-recognised World Champions, including this year's Formula 1 World Champion. That will be a huge buzz for me! n

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26SepteuibsfW/ involved in the TWRYamaha VIO engine next year.

n The chief executive of the Korean Grand Prix, Ko Dae Yong, was at the A1 Ring last weekend meeting team bosses and discussing his plans to hold a race in Korea between 1998 and 2002. The deal has yet to be officially announced but it is expected after the forth coming FLA World Motor Sports Council.

n Michael Schumacher helped out Sauber during the recent testing at Fiorano, trying out the Sauber Petronas C16 for a day at the Ferrari test track. The test came about by accident when Peter Sauber, Jean Todt and Michael Schumacher had dinner together and hatched the idea to help strengthen the relationship between the teams. Sauber, it should be remembered, use Ferrari VIO engines badged as Sauber Petronas VlOs. What Ferrari report edly got out of the test was an expert assessment of Sauber’s interesting front wing.

n Young Tyrrell aerodynamicist Ben Wood has been head-hunted by a rival team. Paddock speculation points to Arrows, where John Barnard is trying to build up his aerodynamic department. n We understand that Sauber has concluded a new long-term deal with Red Bull. The team has been supported by the Austrian energy drink com pany since the start of 1995. The new deal is believed to be for another three years with options beyond that.In addition to sponsoring the team, Red Bull is involved in the hold ing company which owns the team.

n Alain Prost has appointed a new managing director to look after the administration of Prost Grand Prix. He is Jean-Luc Gripond. He has no back ground in motor racing. The appointment ends the hopes of Prost’s longtime ally Hugues de Chaunac.

n Cosworth Racing’s negotiator Bernard Ferguson made a flying visit to Austria last Thursday for talks with Minai'di about a supply of Ford VIO engines for next season. The Italian team is currently using Brian Hart’s V8 engines but is worried that it might be left out in the cold if Hart is

n Niki Lauda’s airline is to introduce a new concept in aviation; offering a casi no onboard its flights from Vienna to Australia with its new Boeing 777 aircraft. The deal has been worked out in association with Casinos Austria. The planes will have roulette, poker. Black Jack and slot machines.

New track study completed

PROSPECTS for a roadbased race circuit in the La Trobe Valley have taken a further step fol lowing preparation of a Preliminary Report for the group pushing the plan. The report, prepared by motor cycle promoter Col Murray, outlines the advan tages to the area of the pro posed 5.6km “Bathurst-style” circuit, located between Moe and Morwell, which could in time contain Speedway, OffRoad and Hill Climb facili ties within its perimeter, to form a motorsport complex. Additionally, there is some thought that facilities for Drag Racing and Karting might be built nearby on flat ter land. It is proposed that the road circuit - nominally named Haunted Hills after the area it passes through - be used on a “no more than three times a year” basis, for major car, motorcycle and historic racing events. The report concludes that the venue would provide the Gippsland area with the major year-round, ongoing tourist attraction it is seek ing to kick-start economic and employment activity in the area. Next step in the process is a full-blown Feasibility Study.

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CHALLENGE... A map of the proposed Haunted Hills track.

Berger set to retire from F1 GERHARD Berger seems to be the man left stand ing after the annual round of FI musical chairs and he is now hav ing to face up to the fact that he will almost cer tainly not be racing in FI next year. In theory Gerhaj'd could still land a drive at Prost, Tyrrell, Stewart or Minardi, but he said earlier this year that he was not interested in racing in FI unless he has a competitive car. “In FI you never know what might happen,” Gerhard saTd in Austria when pressed about his plans. “Sometimes a top drive comes along that you didn’t see before. There are still possibilities. “There was some conversa tion about McLaren but the drive didn’t happen.” Berger added, however, that he does not know if he wants to continue in FI. “The problem is in my

mind,” he admitted. “I don’t know if I want to continue to drive next year. And until I have made up my mind there is no reason in talking to anybody. “But what should I do? If my mind doesn’t tell me clearly whether I want to race or not there is no reason to do a deal. “My feeling at the moment is to just wait and see what’s coming, or what I finally decide.” Berger has been racing in FI since the Austrian GP of 1984 and has won 10 of his 206 Grands Prix, the most recent at the German GP in July. “I have a few possibilities outside of motor racing,” Berger said, “but I find it dif ficult to imagine a life with out FI.” Rumours in the FI paddock have suggested that Berger is likely to have some role in the BMW FI pro gramme announced recently. -JOE SAWARD

Bathurst crunch Continued from Page 1 international stars and cars albeit with an expected mod est starting grid of26-28 cars. Australian content is to the fore in the Primus 1000, two weeks later on Channel 10. The promoters’ hopes are pinned on the attractiveness of the 43 “All-Aussie” V8 racers entered, which have tradition ally contested the Bathurst race- until now. It is a classic product of the ’nineties, a market-driven con test in which both parties will probably sustain some wounds, possibly fatal. There is much at stake; l IMG, which burst onto the scene as the V8 saviour this year, must deliver - £uid cope with the recent complica tion of its key personnel leav ing, one {Tony Cochrane) now coming from the other side of the fence as AVESCO Chairman. l 'The ARDC, whose strin gent denial of the V8’s increased financial demands precipitated the V8 break away and subsequent Super Tourer replacement race, can not afford a substantial loss given its reported difficulty in making its other property, Eastern Creek, pay its way. l The Seven Network, which has indicated its will ingness to take a substantial loss over three years to get the Super Tourer Bathurst 1000 established. In modern eco nomic times, though, that’s a big call. l Bathurst Council, which appears least at risk with both feet planted strongly - on both sides ofthe fence. It’s been a nasty contest to date, with young (and not so young) race drivers on both sides hauled back from cross ing the fence to contest the “other” race. Some have made it and will race twice. , On the brighter side, while commerce will ultimately decide the fate of both events, the paying,'TV-watching pub lic v^l at least get to see two quite different and potentially interesting races at Australia’s most demanding race track. Enjoy it - then watch the sparks fly behind the scenes ...

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Briatore out Safari suits likely as event collapses

FLAVIO Briatore has told the staff of Benetton Formula that he is leav ing the team in the near future. His replacement as team director will be Prodrive’s David Richards, although we understand from sources in Italy that Richards will not have any shareholding in the team and is being employed on a purely contractual basis. The deal may include the promise of shares in the business if results are good in the years ahead. Benetton does not want to lose control of its team and British American Tobacco,

which might have supported Richards in a takeover of the team, wants to have a major ity shareholding in whichev er team it is involved with in the future. Richards will look after the technical management and organisation of the Enstone operation, while the Benetton Family - notably Alessandro and Rocco Benetton - will take over the marketing. Briatore is mmoured to be going off to run a new European Football League which Bernie Ecclestone is said to be planning to tele vise. -JOESAWARD

By JON THOMSON

another motorsport liability for Queensland tourism min AFTER 13 years running, the future of the ister Bruce Davidson, already under severe criti Australian Safari is in cism for the controversial grave doubt as a residt of serious financial troubles $5million Sunbelt IndyCar sponsorship. for organising company The Queensland Events Automotion Motorsport. Corporation, a government Automotion was put into body, committed $300,000 to the hands of an administra tor last week with liabilities the Safari to buy the rights for the next six years. in excess of a quarter of a The imminent demise of million dollars and assets of the event will mean that less than $80,000. The Safari has also become Queensland taxpayers have paid in advance for an event which will no longer be held. The long-running ^event pioneered the Paris-Dakar style'desert raid rally in ALAIN Prost was very unhappy when he although there is no room to race for the team Australia under the inspira discovered on Wednesday last week that in 1998, there could easily be an opening in tion of adventurer Hans he did not have Damon Hill for 1998 after 1999 as both Jacques Villeneuve and Heinz- Tholstrup but, despite mas aU. sive fields in excess of 200 Harald Frentzen will be on the market again. Williams traditionally tries to keep ahead of vehicles in the first six years, Prost and Hill were in the final stages of. negotiation when Hill rang up and told Alain the driver market, agreeing a deal with it has waned in popularity in Frentzen, for example, at the end of 1995, a recent times. that he had agi’eed a deal with Jordan instead. The Safari attracted 57 We understand that Prost immediately move which led to the dismissal of Damon Hill extended his option on Jarno Trulli until the Mowing year. starters this year with just Prost may have to accept a one-year deal 19 autos in the field, result December 31 to give himselfroom to manoeuwe. with Jamo because there is no real choice for ing in revenue of less than a Prost is believed to have contacted Chip Ganassi to discuss the possibility of new CART next year. third of that budgeted. Alain could take a risk on a Fonnula 3000 Questions are being asked Champion Alex Zanardi being released from his contract in the USA. driver or go for one of the older Fl stars such as to whether the rally This will not be easy because Zanardi is very as Gerhard Berger or Martin Brundle, but it should have gone ahead this would probably be better to keep Trulli for year,. highly valued by Ganassi’s sponsor Target and we understand that the buy-out price for the another year and then find someone to replace Administration manager liim in 1999. contract could be as high as $10m. Mr Stephen Hathaway of JOESAWARD Grant Thornton has not Williams is still interested in Trulli and.

Frank looks at Trulli

ruled out possible legal action under the insolvency laws of the Company and Securities Code but said the whole thing was in the early stages of assessment. Bob Carpenter, the event director of the Safari for the past 12 years, was bought out of the company when it hit financial trouble in recent times by a group of business men and rally identities which included cotton farmer Peter Glennie, tyre dealer Peter Gallagher and Huw Hodgkinson. While Carpenter stayed on as an employee of Automotion it is understood the veteran rally director no longer had responsibility for the company’s financial mat ters.

Carpenter, who will direct next year’s Round Australia Rally, says he has lost every thing with the demise of the company, including his salary for organising this year’s event. The decision to make the Safari a marathon event this year cost the organisers almost $150,000 more in organising costs (including CAMS and FLA fees) without counting the loss of entries because of the increased .run ning and entry costs.

n With Damon HUl busy at the Frankfurt Motor Show and test dri ver Jorg Muller still recovering from a broken leg, the Arrows team turned to Fl veteran Martin Brundle at Silverstone before the Austrian GP. Brundle has not raced in Fl this year - having been dropped by Jordan at the end oflast season. n Minardi recently test ed 19-year-old Argentine driver Esteban Tuero at Mugello. Tuero, who is cujTently racing in Formula Nippon in Japan, completed 57 laps of the Ferrari test track near Florence, using the 1998spec narrow-track Minardi. It was Tuero’s first run in a Grand Prix car, despite the fact that Minardi signed a testing deal with him in December 1995- when he was only 17 years old. a French racer JeanChristophe Bouillon, who has been the Williams team’s test driver for the last three seasons, has turned to Jacques Villeneuve’s manager Craig Pollock in his bid to get a Formula 1 race drive, a Now that safety work has been completed, final details of a long-term con tract for the return of the Portuguese Grand Prix, starting in 1998. are close to agreement.

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BATHURST The Great Race

26Seplsmt)er 199/

Renault finishes as it started

As the Swiss star romped scheduled 20 laps. THE championship-win into the lead, Reid spotted Plato had made a perfect ning Williams-Renault team ended the Auto getaway from pole position to his opportunity and followed Trader British Touring lead Menu and Nissan’s him through, demoting Plato Anthony Reid. But the newly to a disappointed third. Car Championship in Plato: “Alain jumped down style at Silverstone last crowned champion was in no mood to play second fiddle: the inside; it was at the last Sunday, Alain Menu and possible moment and I was the leading trio Jason Plato claiming a as win apiece in a pair of approached Becketts, Menu forced either to back off or go around the outside and pick up lunged down hard-fought season-clos debris on the tyres. At the end Plato’s inside, forcing his ing encounters. Renault’s double victory team-mate wide and on to of the day we are both racing for ourselves but we are also brings the manufacturer’s the ‘dirty’ side of the track. racing for the team...” tally of race wins for the Menu: “I always say year to 14 from 24 races, British Touring Car Championship that unless given an The meeting Silverstone, September 21 a order, I drive my own watched by Round 23-20 laps race...” BTCC Silverstone 1 Alain Menu, Renault Uguna,24m 13.272s, 94.83mph; 2 Anthony Reid. Nissan Primera, +2.306s; The race was brought record of 30,000 specta 3 Jason Plato, Renault Laguna, +5.699s; to a halt two laps early tors - settled the battle 4 Gabriele Tarquini. Honda Accord, +9.964s; when Lee Brookes’ for second place in the 5 Kelvin Burl, Volvo S40, ■(■12.795s; Peugeot spun and clout 6 David Leslie. Nissan Primera. ●(●13.413s: drivers’ and manufac 7 James Thompson. Honda Accord, -f14.724s: ed the barriers exiting turers’ championship. 8 Frank Biela, Audi A4,+18.998s; the Ireland esses; Frank Biela pipped 9 Patrick Watts, Peugeot 406, ■(■26.256s; Brookes was unhurt but Plato for the drivers’ 10 Paul Radisich. Ford Mondeo, -(-26.570s; his car came to rest in Fastest lap: Reid. 1m 24.351s, 96.11mph honour by a single point the middle of the track. while Audi edged out Round 24 - 20 laps With the results Honda for runner-up 1 Plato, 28m 30.311 s. 94.80mph; declared at 17 laps. place to Renault in the 2 Menu. -k0.249s; Menu was the winner manufacturers’ battle. 3 Tarquini. -Pi 1.466s; 4 Thompson, ●(■19.235s: by 2.3 seconds from In the cash-rich Total 5 Radisich.-(■22.026s: Reid, with Plato - suf Cup for Independents, 6 Leslie. -(■22.348s: fering with damaged Robb Gravett claimed 7 Rickard Rydell. Volvo S40, -p^.805s; tyres - a further four 8 Burt. -(-23.007s; the £60,000 champion’s seconds adrift. 9 Watts. -(-26.518s: pnze. 10 Wilt Hoy. Ford Mondeo. -(■34.832s: Gabriele Tarquini, Menu’s victory in Fastest lap: Menu, 1m 24.407s, 96.04mph who made a poor start round 23 of the champi from the front row of Final points: Menu 281, Biela 171, Plato 170, Rydell onship was possibly his 137, Thompson 132. Tarquini 130. Bintcliffe 119. the grid, was fourth for most controversial of the Manufacturers: Renault 278, Audi 210, Honda 209. Honda, ahead of Kelvin year, after he wrested Volvo 191, Nissan 155. Peugeot 118. Ford 113, Vauxhall Burt’s Volvo and David the lead from his 106. Leslie in the second Renault team-mate Independents: Robb Gravett 236 Nissan. Biela finished Plato on the 10th of the

cam, SLOWIN' THE DOORS OFF - in their last pre-Bathurst appearance, the Renaults were Photo: LAT Digital again dominant. eighth to cement his champi onship runner-up position. If Plato was disappointed by his fi rst-race result, he more than made up for it with a storming start to the second encounter. As the lights flashed to green he blasted away from the grid and pole man Menu to lead the field into the first corner, with Menu holding second from James Thompson’s Honda, Reid and Tarquini. The two Renaults fought for the final win of the year throughout the race. Menu never more than half a sec-

ond from Plato and trying everything in his champi onship-winning repertoire to fi nd a way past. This time, however, the Briton made sure he did not present any overtaking opportunities and they finished as they had started, separated by less than a quarter of a second. The battle for third posi tion was no less intense: Reid harried Thompson merciless ly all the way to the 11th tour, finding a way alongside the Honda half-way around the lap only for the manoeu vre to end in collision. As both cars slowed, Tarquini

swept past and into a third place he would never lose. Thompson got going again to claim fourth, but Reid’s race ended in the pits, his Nissan battered. Paul Radisich took fifth for Ford, ahead of Leslie’s Nissan and Rickard Rydell’s Volvo. The Total Cup battle was a fraught one: Colin Gallic who needed race victory to claim the title - led initially, only to fall behind Neal’s Nissan. Gravett drove anoth er steady race to third place among the independents, enough to confirm his bumper Total pay-day.

Team Andretti for ’98?

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WILL Michael Andretti quit NewmanHaas Racing and head a new CART team owned by his father Mario? That is the fascinating scenario bouncing around the USA last week. The Andrettis are said to be considering the move, which would see them maintain their technical combination of Swift-FordGoodyear from this season. Newman-Haas Racing is likely to contin ue as a single car team with Christian Fittipaldi, despite the loss of Budweiser, which has been the car’s major sponsor in recent years. There was considerable speculation that the Andrettis would set up their own team from the start of this year when they made a public splash with the opening of the first

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IMG introduces ^new culture'

New marketing chiefconfirms motor sportprogram nary reputations for doing top of the motorsport part currently manage, but con major motor racing events deals, but things like cor of his portfolio but re ceded that many things ^ when he worked with CUB THE mass exodus of porate culture and the affirmed the company’s were yet to be resolved. at the time it sponsored senior executives from attention to the entire dis commitment to its motor “It is clear we have to the Australian FI Grand IMG in recent times has cipline of marketing just sport business in work with these guys; Prix and the Motorcycle Australia. been partly filled with wasn’t there,” he said. after all, Cochrane is Grand Prix. The new IMG executive the appointment of “It is early days yet and chairman of AVESCO and “I have had some Sydney advertising has resigned his job with I can’t say too much, but I has a major role in the involvement but not a executive Michael Sydney ad agency believe it is an exciting IndyCarnival,’ he said great deal; I have been to Porra as marketing and Alexander Bird Kulmar sport and has an enormous “I would prefer not to the IndyCarnival and find sales director. Porra and Friends in future and Martin and I comment on any other it very exciting, but it is all Mr Porra said in an which he is a partner but have a total commitment aspects of the relationship about professional sports because I haven’t been in marketing so I don’t envis to it,” said Mr Porra. interview with a Sydney will retain his sharehold Mr Porra would not com newspaper that he ing and close links to the the job long enough and to age any problems,” said ment on how IMG would start shooting one’s mouth Mr Porra. wouldn’t have joined IMG agency. if it wasn’t for the new with Mr off without knowing all the The appointment comes interface “I have put into place chief executive Martin after some turbulent times Cochrane and Mr facts would be the wrong some interesting market Jolly and his desire to at IMG. Erskine’s new company thing to do,” he added. ing initiatives which will Mr Porra confessed to come into play in the next The company has not (SEE) and what, if any, change the culture of the future role that new com company which has the only lost managing direc not being a motorsport few weeks in the lead-up marketing contract for tor James Erskine and pany would play in the enthusiast but said he had to the Primus 1000 at Australian V8 Supercars. executives Tony Cochrane motorsport properties IMG a good deal of contact with Bathurst,” he added. Porra will take over Mr and Gary Craft but also Jolly’s role after he moves major management prop up to take over James erties including the Uncle Erskine’s vacated position Toby’s Iron Man series and of CEO. Olympic champion Kieren ' “Martin wants to change Perkins, who has been SUPER Tourer independant driver compared to the BMWs and Audis. the culture of the place; he described as Australia’s David Auger will be a starter in the “I^ichards’ Nissan and McLean’s Vectra most marketable athlete. wants to get rid of the cow AMP Bathurst 1000 after all, following also have more downforce so we hope that Mr Porra was one of the the news that the German Alfa team, the new wings and the 19-inch wheels and boy side of it and build on the great potential of the brains behind the Uncle Team Engstler, will be able to provide rubber will boost the performamce up to company,” Mr Porra said. Toby’s Iron Man series him with wheels in time for The Great their level,” Auger said. Race. “Martin Jolly basically which he has jointly man Joining Auger in his first attempt at asked me to completely aged with IMG since’its Mount Panorama will be former New As if that news wasn’t enough. Auger’s change the way IMG does inception. 155 will also run a 1996-spec aero package, Zealand bike champ Lawrie Kyte, who has business. He is a champion surfer which Auger hopes will see him duking it a considerable amount of experience dri out with Steven Richards’ Primera. “Some of the people that in his own right. ving production cars in the land of the long have been with IMG in the white cloud. He told Motorsport “Until now we’ve only had the old ’94 set past have had extraordi- News he is still getting on up, which doesn’t provide much downforce -AARON NOONAN By JON THOMSON

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Waldock have a ghost of a chance THEY say Bathurst is a daunt ing track, but this year’s Primus 1000 Classic sees an unlikely participant set to take part, and she wishes to do some spooking of her own. Kevin Waldock and co-driver John Smith will not only have a fast Sunday drive, but will be accompanied by, of all things, a ghost... The supposedly 107-year-old ghost of Miss Clancy will even have her own seat in the yellow CBS-backed Falcon! Kevin Waldock, team owner and driver, says he first experi enced a visit firom Miss Clancy when staying at an old Hotel Motel in Queensland. “I sensed someone was there and I had the most unusual dream and then it all became a reality as I met the ghost of Miss Waldock Clancy, explained. “She told me unusual things that happened before the turn of the century, and then we chatted about all sorts of things. “I invited her to come to Bathurst and she agreed,” he added mysteriously. Can Miss Clancy navigate Waldock and Smith to a win in the Privateer’s class of the race? In the meantime, be care ful of which Hotel/Motel you visit!

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Jarno Trulli loses drive

BACK IN F1 ... Panis discusses his return with Prost at Magny-Cours.

DESPITE starring in last Sunday’s Austrian Grand Prix, Jarno Trulli will still have to stand down next week at the Nurburgring when Olivier Panis returns to the Prost team. Alain Prost confirmed that Panis completed 500 miles of running over four days at Magny-Cours and is now fully fit to return. Panis lapped Magny-Cours faster than Michael Schumacher’s pole position at the French Grand Prix in June. Panis has been out of action with two broken legs since a crash at the Canadian Grand Prix in Montreal. -JOESAWARD

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ARDC and O'Gorman split

THE man brought into market Eastern Creek Raceway and the AMSCAR series has parted company with the ARDC,citing differences in marketing philos ophy as the main reason. Bill O’Gorman worked for the ARDC as a consultant and put together the sponsorship and mai’keting aspects of the AMSCAR series, the future of which is still unclear following the cancellation of the final round at Bathurst. O’Gorman was one of the instiga tors of the Adelaide FI Grand Prix, brought truck racing to Australia, was part of the company which originally built Eastern Creek and, among other things, put together the Suzuki Challenge. He would not be drawn on the departure from his role with the ARDC, which was rumoured to carry a large monthly retainer, but said he wasn’t disappointed to leave the post.

O'Gorman did say, however, that he felt the club needed to change its business orientation and “employ business emotions, not club emo tions.” A source close to the club said it is believed the ARDC’s reticence to dispose of its Amaroo Park facility, which is conservatively valued at over $6 million, and commit to an investment program proposed by O’Gorman at Eastern Creek was one of tbe reasons for the split. O’Gorman said the spilt was ami cable and believes there could be several projects he may be working on in the future. ARDC Club president Colin Bond told Motorsport News that O’Gorman’s involvement was only ever on a month to month basis and that he had been replaced by a marketing manager, Greg Neal, who is now on staff at the ARDC. “Bill was a left-over from our involvement with the NSW govern¬

ment when we took over the Eastern Creek track and it was just too expensive. We had to trim costs and control our expenses,” said Bond. “Eastern Creek has been a bit more expensive than we first thought so we had to get cost under control.” Bond conceded that Amaroo Park was no longer making any money and its future is limited. ‘We thought Amaroo had a life of about 10 years about 10 years ago, but for the club to sell, it has to be voted on by the members. It’s not a thing the board can decide to do. “Eastern Creek is where the future is because Amaroo will almost certainly go, and so will Oran Park in time. “To try and establish any other race circuits near Sydney, you’d be more than 100km out of town. So Eastern Creek has to be the place. - JON THOMSON

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NEWS

Mick makes it a dozen Lucky Strikes out

VVorld of Sport

Motor Racing Calendar

*V8 SUPERCAR ENDURANCE SERIES

‘PRIMUS 1000 CLASSIC Oct 19 .. .Mt. Panorama, Bathurst

‘BOC GASES AUST. SUPER TOURING CHAMPIONSHIP Rd7 Rd 8

Oct 26 .. .Lakeside Nov 9 Amaroo

LOCAL MAKESOOOD... Carios Checa(18) won the start from the always.1 conservative Doohan but it mattered little in the end.

8 round series held around Australia

35^ ANNUAL AMP BATHURST 1000 Oct 5 ... .Mt. Panorama, Bathurst

‘CENTURY BAHERIES AUST. GTP C^SHIP

Rd7 Rd8

Oct 26 . . .Lakeside Nov 9 . . . .Amaroo

around series held around Australia

WINSTON CUP NASCAR SERIES Sept 28 . .Martinsville . . . .Rd 27 Rd 28 Oct 5 . . . .Charlotte Rd 29 Oct 12 . . .Talledega Oct 26 . . .Nth Carolina . . .Rd 30 Rd31 Nov 2 . . . .Phoenix Rd 32 Nov 16 . . .Atlanta Nov 23 . . .Suzuka, Japan 32 race series held in Ihe Uniled Slates.

FORMULA ONE WORLD CHAMPIONSHIP Sept 28 . .Luxembourg . . .Rd 15 Rd 16 Oct 5 . . . .Japan .-.Rd 17 Oct 26 . . .Jerez 17 race series held around thp world

‘PPG CART WORLD CHAMPIONSHIP Sept 28 . .Fontana

Rd 17

17 race series held in the US. Aust. & Brazil.

‘SOOcc WORLD CHAMPIONSHIP Sept 28 . .Indonesia Oct 12 . . .Australia .

Rd 14 Rd 15

15 race series held around the world.

NHRA WINSTON DRAG RACING SERIES Sept 14 . .Reading, PA . .Rd 18 Sept 28 . .Topeka, KS . . .Rd19 Oct 5 . . . .Memphis, TN . .Rd 20 Oct 19 . . .Dallas, TX Rd 21 Oct 26 . . .Houston, TX . . .Rd 22 Nov 9 . . . .Pomona, CA . .Rd 23 23 race series held in the Uniled Slates

AUSTRALIAN DRAG RACING

Oct 17/18 .Premier State Nationals Eastern Creek, NSW . ADRS1/TF1/TA1/TD 1/PS 1

Oct 25 . . .National Open . . .CP Nitro Funny Car Feature

‘WORLD RALLY CHAMPIONSHIP Oct 11-15 .Rally San Remo .Rd 12 Oct30Nw3 Rally Australia . . . .Rd 13 ,Rd14 Nov 21-24. .RAC Rally 14 rally series around the world

Alt event dates in this calendar were correct at the time of printing. Please consult any Individual tracks and/or associations for dale changes.

■ ■ ■ ■

Series or events telecast on Network Ten are marked with an asterix. Check your local guides for screening details.

●DESPITE wrapping up his fourth straight SOOcc title, Michael Doohan hasn’t backed off the pace, the Queenslander winning his twelfth vic tory of the season at the in Barcelona Catalimya Grand Prix. Unlike previous Grand Prix, Doohan actually had to work for this victory as Spaniards Alex Criville and Carlos Checa were swarm ing, keen to do well in their home GP. Although he started from pole, Doohan was forced to concede to team-mate Tadyuki Okada, who led the race for the first three laps, until Luca Cadalora on the inconsistent Red Bull Yamaha forced his way through into the lead. Doohan first hit the lead on lap seven, only to see Criville sail past the next lap. '

Doohan was finding things difficult, due to the temperature of the track being cooler, and his tyres lacking the necessary grip required to take his Honda to the head of the field, the position to which it is accus tomed. Back in the pack, Kiifk McCarthy was making good progress, eventually ended the race in 13th place. Doohan, despite the lack of grip, found his way past Criville to lead into the start of lap twelve, but fel low Spaniard Checa pounced, and took th§ lead for the first time in the race. Showing no signs of frus tration, Doohan went back into the lead on lap seven teen, a lead he held until lap twenty, when Checa moved past. Doohan used his better run onto the straight to pass Checa, but Doohan

wasn’t home yet. On the second last lap, his left foot sMpped off the peg as he got into the hairpin,forcing him to brake deep, and ran wide. Checa was unable to capi talise, and Doohan took the chequered flag four-tenths of a second clear of Checa. Criville completed a Spain 2-3, with Cadalora (who was always in touch) fourth, and Nobuatsu Aoki on the Rheos Elf Honda home in fifth. Of the other Australian riders, McCarthy finished 13th, and the Unlucky Strike Suzuki of Darryl Beattie trailed in 17th, after trying a multitude of differ ent settings. Non fi nishers included Sete Gibemau and Brazilian Alex Barros, who both crashed but were unin jured, and Jean-Michel Bayle, the Modenas night mare continuing. Little consolation for the

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THE Suzuki and Lucky Strike marriage has come to an end after eight years, in which the combination won the 1993 World SOOcc Championship and a total of 20 Grand Prix victories. The announcement further adds to the likelyhood that BAT will be entering Formula One in the not too distant future. BAT’S Tom Moser said,‘This was a difficult decision, but it reflects a change in our global priorities for the Lucky Strike brand.” Despite losing its long time sponsor, Suzuki has announced that the team will be racing in the SOOcc cat egory next year despite a comprehensive thrashing at the hands of Doohan and Honda this year. Daryl Beattie (pictured above) remains a possibility to stay with the team. Roberts team was the result of Kenny Junior, who placed eighth. “I had to keep ‘standing the bike up’ to get rid of the chatter” Doohan commented later, aware of the fact that the tyres he had chosen had been unsuitable for the conditions. POINTS: Doohan 320, N. Aoki 166, Okada 159, Criville 131, Cadalora 129, T. Aoki 105.

WHILE teenage superstar Valentino Rossi won the 125cc event , Australia’s Garry McCoy salvaged a points finish from a lowly 14th grid position. The NSW rider finished ninth. Rossi has wrapped up the

World Championship while McCoy sits seventh in the points on 95 points. BOTH the SOOcc and 125cc titles have been decided, but the 250cc is still well and truly alive. Ralf Waldmann took an inspirational victory in Catalunya, moving past Tetsuya Harada to take the lead of the title. Marlboro Honda team mate Max Biaggi trailed by half a second to take the runner-up position, after a duel with the German. “I think Max should let me win this time (the title)- he’s already won three titles!” joked Ralf afterwards.

Little John moves in on World Super title

JOHN Kocinski took a giant step toward the world Superbike cham pionship on Sunday when he won both races in the 10th round at Albacete and Carl Fogarty crashed twice. Kocinski now leads the champi onship with 364 points to Fogarty’s 312 with two rounds of the title race remaining. Before Albacete, Fogarty had been just two points behind. The American Honda rider appears to have the title sewn up, with Fogarty needing a miracle — and a disaster for

Kocinski — to regain the crown he has twice won before. Kocinski made a slow start in the first of the day’s two races but carved his way through from sixth to first over a period of 13 laps for a comfortable win. Fogarty went the other way, starting well but crashing under pressure from Aaron Shght. Fogarty’s miserable day continued in the second race, when he was taken off on the first lap, leaving Kocinski to hold off Simon Crafar and Aaron Shght for his second win.

Kawasaki’s Marty Craggill put together two strong races at the final round of the Australian Superbike Championship at Mallala last Sunday to snatch the title ft-om Troy Bayliss. The Suzuki rider led by just three points going into the decider and took pole from his rival - by just six-hun dredths of a second.

However, Craggill got the jump in both races to hold Bayliss out by a quarter of a second in race one and four-tenths in the second! Despite a day of mechanical prob lems, Shawn Giles hung on for third in the series.

Late run nets Aussie crown for Cra^ll Final points: Craggill 213, Bayliss 206, Giles 162, Mark Willis 157, Damon Buckmaster 152, Steve Martin 148.

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26Sei>lember 1997

Bailey for Bathurst Accord

MORE than just one ex-Formula One driver is heading our way for the AMP Bathurst 1000. Julian Bailey is a late addi tion to the field and will join Ian and Warren Luff in the exSteven Richards Honda Accord, which is being sponsored by FAI Insurance. Bailey will be accompanied by Dave Cook, who built the Toyota Camry that Bailey drove in South Africa last season, along with several race engi neers. Bailey and Cook are expected to sort the car, which is under going ‘long-distance’ prepara tion at a Melbourne workshop prior to travelling to Mount Panorama. “The track looks a real chal lenge,” said Bailey, who raced last week in a GT race in Las Vegas. “I’ve never been to Bathurst before but I’ve heard a lot about the track and I’ve seen the race on television.” Alan Jones and Derek Warwick are the other ex-Fl pilots in the race. They will drive for Renault and Vauxhall receptively. WITH Bailey’s inclusion, only three seats were open in the race at the time of going to press; two in Fastway Racing’s

second Peugeot 405 and a drive alongside Milton Leslight in his Toyota Carina. A total of 28 cars look like making the grid of the race.

Late last week both BMW Motorsport and Orix Audi Sport withdrew their third entries. The other change to the entry is that the Jim Cornish/Nigel

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Formula 1 at Indianapolis?

INDIANAPOLIS bosses Tony George and Leo Mehl held talks with Bernie Ecclestone in London last week about the possibility of hosting a Grand Prix in the future. Such a race would use the front straight and part of turn one of the famous Brickyard, along with a new infield road circuit section. Ecclestone and FIA boss Max Mosley have long want ed such a deal as Indianapolis is one of the world’s best known race tracks and would provide a brilliant way to help Grand Prix racing re-establish itself in the USA. On his return to the US, George confirmed that he is looking at the idea. “It’s feasible,” George reported, “but it is really too early to know. “Bernie knows I’m inter ested and he knows I’m sin cere but we are no closer to a

deal than before I went to the meeting.” Indianapolis Motor Speedway held only one race a year until three years ago when George did a deal with NASCAR, which has been a huge success with the fans and also local traders. An FI race would be dis tinct from the Indianapolis 500, which was officially part of the FI World Championship between 1951-1960. The logical time to hold the event would be at the end of June, a month after the 500, when it could be twinned with the Canadian GP in Montreal. There is no reason that plans for a Grand Prix at Indianapolis should affect Road Atlanta’s bid for a race in 1999. There were three FI races in the US in 1982 and there were two events every year between 1976 and 1984. - JOE SAWARD

Ford stays in BTCC

Barclay ex-McLean BMW is now car 12 and has gained a third driver, Queenslander Terry Skene, - PHIL BRANAGAN

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FORD’S British Touring Car Championship program, which was placed in doubt by the financial strains of the company’s FI and World Rally programs, wiU go ahead in 1998. Recent meetings have finalised that West Surrey Racing will continue to run two Reynard-designed and built Mondeos, but that Ford GB wdll fund the effort rather than Ford of Europe. It was the question of funding, combined with a poor first season with Reynard, that prompted Ford Motorsport boss Martin Whitaker to consider halting the program. Will Hoy will remain as one driver with former Formula Ford champion Michael Vergers tipped for the second seat.

Aiboreto attacks Williams MICHELE'Aiboreto was back in the witness box at the Senna trial in Imola last week claiming that mechanical failure caused Ayrton Senna’s fatal crash in 1994. It is the second time that Maurizio prosecutor Passarini has had Aiboreto on the stand. “You do not go off in that corner unless you have a mechanical problem,” Aiboreto said. “I don’t want to see anyone in jail, but I am here to defend Senna’s memory. Senna deserves the recogni tion that his death was not his fault.” While Alboreto’s testimony seems to be a very powerful indictment of the Williams team, the defence argues that what he is saying is sim ply not true and intends to have David Coulthard - who was Williams test driver at on the stand the time shortly to give his views. Aiboreto is undoubtedly an expert witness, having com peted in 194 Grands Prix between 1981 and 1994, win ning five of them. In that time Aiboreto drove for Tyrrell, Ferrari, Larrousse, Arrows, Lola and Minardi. He never drove for Williams but came close to a deal with the team when he was dropped by Ferrari at the end of 1988. At the last minute Williams decided to opt for Thierry Boutsen instead and Aiboreto was left without a top drive. Frank Williams and engi neers Patrick Head and Adrian Newey will be appearing for the defence* within the next three weeks. - JOE SAWARD

Maserati mutterings WE hear that Maserati is planning to return to high profile motor racing. The programme will be part of a revival programme for the once-famous company which was bought by Fiat in May 1993, but two months ago came under the control of Ferrari boss Luca di Montezemolo. Maserati was last involved in motor sport in an official capacity in 1987 when it ran a disastrous team in the World Touring Car Championship. History would suggest that the best place for Maserati to maximise the power of its image would be an involve ment in Grand Prix racing, but in the recent past Fiat has been careful not to com pete with itself: Ferrari has been involved in FI, Lancia in rallying and Alfa Romeo in touring car racing. Tbe logical slot left open for Maserati would, there fore. be in sportscar racing. But you never know ... -JOESAW.ARD

FORIVIUI^ 1

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Who is killing the great circuits ofEurope? F a »o

rom time to time, going from Grand Prix to Grand Prix, one is struck by r> an intense feeling of well-being that one has the good fortune to lead such a great life. You can get weary 1 of it, of course, because the travel '^r ling is not easy - par ticularly at this time of year when the FI circus has been on the road for six months. There are moments when everything does not seem at all perfect. But then there are the moments when you thank your lucky stars that you do not have to deal with a normal kind of life. dmd>{ For reasons that ItlU escape me, I often find that I get this feeling on early The 1967 World Champion morning flights on propeller planes. Denny Hulme was particularly This may sound an odd way fond of Clermont-Ferrand. “I loved that place,” he told me of travelling, but all across Europe there are small airline before his death. “It was always companies which make a living very kind to me. “A lot of the drivers used to by fiying routes which the big carriers cannot be bothered with. get sick because it went leftThey cannot afford to buy jets right-left-right down the hills, and so they use the older style They had to wear open-faced helmets so they could throw up of plane. I love it. Jet flights are dull, but to look as they went down the hills. I out of the window on one of the found that the best way was to hold your breath!” smaller planes and watch a pol ished propeller hub spinning in he French GP would return to the sunlight is a real pleasure Clermont in 1969, 1970 and and each year I go to a number 1972 but it was a time of much of races on such flights. To do it early on a crisp and growth in French motor racing, clear morning, climbing out of with tracks being built all over the Milan’s Malpensa airport, over country. In 1971 the drinks magnate the Italian lakes and mountains, is one pleasure. On my way to Paul Ricard, having so much Austria I was on such a flight money that he did not know what across France as dawn broke to do with it all, decided that he and was abie to follow the route wanted to build the most com plete motor racing circuit in the using the shape of the river val world up to that point and turned leys full of morning mist against some rocky scrubland on the a darkened landscape. plateau at Le Castellet, above ne trip I often make is across Toulon, into the Circuit Paul the dormant volcanoes of the Ricard. And so Charade lost the Puy de Dome in Central France. As the plane begins its descent Grand Prix and slipped gradually into Ciermont Ferrand airport, back into the comfortable life of a one passes over the old Grand national level racing circuit. But Prix circuit of Charade. by the mid-1980s it was becom Built in 1958 high above the ing dangerous. city of Clermont-Ferrand - the Ukyo Katayama, racing in Formula Renault, had an enor home of the Michelin tyre compa ny - Charade hosted its first mous accident there in 1986 French Grand Prix back in 1965, when he had to swerve to avoid the race being won by Jim Clark a slower car during the final in a Lotus. moments of a qualifying session. It was, all the drivers agreed, The car vaulted the barriers and a splendid race track, a place was torn apart, ending upside without a discernible piece of down with all four wheels and the straight, curling its way downhill engine having been torn off. at high-speed and then sweeping Ukyo suffered bad injuries. "When I woke up I saw my around the edge of the hill and car,” he remembers, “but I did climbing back up to the plateau. The old tarmac is stili there not realise what it was because I today, but up on the plateau they just saw a lot of rubbish on the have built a modern track which track.” One feature of the Clermonttwists back on itself like all the modern tracks. Like so many of Ferrand track was that at the side the modern racing circuits, it has of the road there were hundreds none of the grandeur of the old of smail stones, which would be track, a favourite of many drivers thrown onto the circuit if anyone of the era. put a wheel off Jhe tarmac.

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In 1972 Chris Amon dominat- why the modern track designers ed the race but had a puncture cannot build good circuits. when he let his car slide wide At Spa they did a great job, once too often. The neater retaining some of the best bits of Jackie Stewart won the race. the old track and giving the new The stones of Charade would section of track a similar charac cost Austrian BRM driver Helmut ter. The new Nurburgring did Marko an eye; one of the stones nothing to retain the atmosphere thrown up by Ronnie Peterson of the old circuit but it produced a piercing his visor and blinding track where the modern cars him. can, at least, pass one another. Marko would never drive in FI In Austria the track designers again but went off to qualify as a had the chance to do a similar lawyer and then to guide the thing but they got it wrong. Very careers of a number of talented wrong. You can blame the local young Austrians and Germans, farmers for not allowing the track among them Gerhard Berger, Karl Wendlinger and, most recently, Jorg Muller.

much aerodynamic downforce, even with the reductions which will be introduced for next year, I am not about to make any learned statements on the sub ject as these are subjects which cannot be decided by people who do not understand FI engi neering. We need to have FIA engineers working in windtunnels rather than team bosses and journalists chattering about what they think. This is a technical sport and a scientific approach is essential. The value of this has already been shown in the realm of F1 safety, where Professor Sid Watkins’ FIA Advisory Expert Group had been quietly working away on the design of the monocoques to make sure that the dri vers are as safe as possible. They are also looking at the barrier design, the dynamics of gravel beds and computer mod elling of accidents. Safety is advancing dramatically. ' I reckon the same is needed i for the performance of the cars. A year ago the FIA played around with a research pro gramme to try to find ways of rriaking FI cars less aerodynamically sensitive so that they can have more opportunity to over take. This was undertaken by Professor John Harvey of the Honda windtunnel at Imperial College in London but failed to

is notjust the cars that need to change; if we are to have good racing we must have good race tracks as well

arko turned up in the paddock at the Austrian Grand Prix, back on the FI calendar for the first time since 1987. The track had been complete ly rebuilt and reports about it had not been encouraging. The great old corners of Hella Licht, the Bosch Kurve and the Jochen Rindt Kurve had all been emas culated and the few drivers who tested said that the new track was not very interesting. One veteran German FI reporter decided that he would not even go to the Austrian GP because he wanted to retain his memories of the old Osterreichring and not see what had been done to the spectacu lar old track. Arriving at the track, one could not help but notice that the great corners of yesteryear have all been destroyed in the name of safety or ease of television cov erage, or whatever it is that makes circuit design so dreadful these days. Perhaps it is right that we are now supposed to call the track the A1 Ring at Spielberg, rather than the Osterreichring at Zeltweg. That way we can remember the old track as one entity and treat the new one with the disrespect it deserves. What I do not understand is

to have more run-off area, or whatever it is that caused the problem, but there should be no excuses. A great track has been ruined. This is so common these days that people have simply accept ed it, just as they have accepted that overtaking cannot happen like it used to do. During the course of the A1 Ring weekend, the German TV channel DSF showed films of the old Austrian GPs with footage of cars running side by side through several corners. It was great to watch and a reminder that things are not what they used to be. But how can that be changed? This problem which the is FIAa has been with struggling for some years in an effort to reduce cornering speeds and to make the racing more exciting. People argue that all the fancy electronics should be banned, some say that all the systems should be allowed. Some say tyres should be made narrower and others say it is wide tyres that are needed. Everyone agrees on one thing; there is too

produce any significant results. What is really needed now is a permanent team of engineers and aerodynamicists working on the problem with enough money to do the job properly. This would, of course, be very expen sive but in recent years the FIA has made fortunes from the FI TV income and there is no rea son why some of this money should not be put back into the sport to ensure a better show. It is not just the cars that need to change, however; if we are to have good racing we must have good race tracks as well. The FIA has track Inspectors, but perhaps some of these wor thy types should be replaced with track designers who can come up with corners in which overtak ing might be possible. Rather than leaving track design to the locals, perhaps it would be better if the FIA told tracks what need ed to be done and helped to finance the work as well. Frankly, I cannot imagine what else the FIA has to spend money on - except to provide small planes for the President to use for scenic flights from England to France - and back again. n

16 26Septembsf1997

SANDOWN

The boys are

GROWN MEN HUGGING... Murphy and Lowndes were the class of the race, winning by a lap. The form of their HRT Commodore looks ominous for Bathurst. (Phoios by ark KiynsmUh)

in the world of ALOT hasracing happened motor in the last 12 months. Greg Murphy has endured a competitive but ultimately Shell disappointing Australian Touring Car Championship which fell short, results-wise, of the Mobil-HRT’s winning machine. Craig Lowndes has suf fered many slings and Arrows in the European Formula 3000 Championship, finding life in Europe and racing in general a whole new ball game. Ford finished 1-2 in the Shell series and Holden’s winning ways of late 1996 seem a long time ago. Could the Murphy-Lowndes-MHRT combo regain its winning touch? Is this a trick question? The Dynamic Duo stormed to their second straight Sandown Tickford 500 win in appalling conditions, out-pac ing a small but quality field to win by a lap. The pair overcame a mys tery electrical ailment and a relatively lowly grid spot to steam home ahead of Larry Perkins and Russell Ingall’s Castrol Commodore. Flying Ford’s oval in third was Alan Jones and Jason Bright. AJ blew the field away in the first third of the race, only to be put back in the ruck by a slow brake pad change at his first stop. Peter Brock’s hometown swansong promised much after starting from pole, cour tesy of new co-driver Mark Skaife. But a broken throttle cable put him nine laps down and a couple of spins put paid to his day. Glenn Seton was delayed by unforeseen problems with his new brake system, while

problems in the Top Ten shoot-out which left them on only the third row of the grid Race by PHIL BRANAGAN (see break-out story). “I’m really happy with the Dick Johnson and John Bowe his first official outing with car; the brakes are brilliant, ended their race when the Holden Racing Team. Shell Helix Falcon dropped a While Peter Brock dealt the tyres are consistent,” with a seemingly endless said a beaming Skaife. cylinder. Brock was also thrilled One other fairytale came * queue of fans waiting for with the way things were true. Touring car virgins their final autographs and a Bruce Williams and Paul moment with the great man, working out, describing his Gover took out Privateer his new teammate was get- new teammate as driving “like a man possessed”. honours, the Simoco ting 05 fine-tuned and turn And worse news for the Commodore not hitting any- ing in some scintillating opposition was that the thing hard enough to bend times. In fact, the entire HRT Bridgestones were well anything and running like a proven during the year and operation was in top form train the rest of the time. and in the final qualifying any hopes that they might be session rubbed it into the too soft to last appeared to be Entry and opposition by taking the top in vain. Qualifying “Yeah, we ran some old three places - Skaife, ith the Sandown cir- Murphy and Young Lion tyres earlier in the day which had done about 30 cult having under- Jason Bargwanna - proving gone some long overdue that the HRT-Bridgestone laps and I did a lml6 so they resurfacing work, times combination was clearly are really consistent,” Skaife reported. were expected to be. ahead of the rest. Later in the day Brock At the end of the day, quicker in qualifying. What was not quite so though, it was not quite so stepped out of the car with a huge grin on his face and expected was the breathtak- clear cut because both raved about the car; ing pace of Mark Skaife in Murphy and Bargwanna had Qualifying by DAVID HASSALL

“I can’t believe how good rattled off a lml2.0220- half that car is,” he beamed. “The a second quicker than anyone traction is amazing; it really else managed in the session. Lowndes also drove the car sits down and goes. And it’s and reckoned it was another just sensational over the top. “I know where I’m losing step in the right direction, so time - out of Peters (NGK) the young duo were looking and coming onto the front forward to a strong race. “We were down on grip a straight, which just happen bit on Friday, but it was a bit to be the most important cor ners on the track. It’s just a better today,” said Murphy. “It felt great (before) but matter of getting used to it.” The only problem for the there wasn’t enough grip. If we pushed harder the rear new pairing seemed to be the end just stepped out.” driving position, which had to be compromised between Skaife’s familiar hunched Bargwanna one of the sensationswas of qualifying, position and Brock’s more laid-back style. setting the third-fastest Murphy and Lowndes time, and was enjoying his were not as happy with their time at the pointy end of the set-up, but were making toughest field in the land. And his qualifying lap changes and improving each time out in the new 15 car. wasn’t just a one-off effort. He did three laps in the After having his Top Ten run ruined by a curious 1mlIs bracket - a bracket engine cut-out, Murphy went that no-one else outside HRT even entered once. out in the unofficial after noon session with a further Fourth-fastest after qualichange to the rear end and fjdng was Glenn Seton, who was quietly getting on top of a balance problem, which was not helped by a puncture on Friday costing him most of a session. “We’ve been having trouble riding the bumps,” reported Glenn, who seemed to get on top of it with some shock changes, Glenn was also struggling to get the tyres working properly as this was the first the where meeting Bridgestone runners were having to use the same tyres front and rear. GIMME TEN... Mark Larkham was dazzling in qualifying but unlucky in the race. The Mitre 10 Falcon was at the pointy end in all sessions and started on the front row. but a diff problem ended his day early. (Photo by Dirk Kiynsmith}

26Seplefiilierm/

_/W®0®[FS[^[rD^

back in town

who set the seventh-fastest time while co-driver Win Percy settled into “the best Commodore I have ever dri ven”.

Wayne Gardner was the Park, where he was more only non-Bridgestone runner competitive than he had in the top eight, his been all year, and in the Yokohama-equipped Coke break before Sandown the Commodore turning in the team had gone even further fifth-fastest time, a broken in tailoring the car for Lhrkham. tailshaft universal joint on Thursday being the team’s / “We started going our own route at Oran Park and have only drama. Neil Crompton returned continued in testing and here from the US on a high after a at Sandown,” reported a winning streak in the North delighted Larkham after set American series and settled ting the sixth-fastest time. “I can drive the car at a quickly into his old seat. “Pm really enjoying dri higher plateau now; I feel at ving the car,” said Crompton. one with the car again and “It’s very good over the top it’s a long time since I have and down through the esses; felt that, certainly not in a better than I remember from touring car. previous years.” “Now we have to carry The big surprise of the that through to the race; it’s weekend was the form of been difficult in the past to Mark Larkham in the Mitre race hard because I’ve 10 Falcon. always been fighting the car, Throughout Friday and but now it’s pointing in and Saturday he was right up putting the power down.” ‘Teammate’ Alan Jones there, showing the sort of consistent front-running was just a tenth slower in form which has eluded him the Komatsu car, putting in almost three years of tour him two places further down, ing par competition. but still in the Top Ten runIt was reward for effort off. New co-driver Andrew and the result of a decision almost two months ago to go Miedecke also found the car his own way with set-up to nice to drive and there was a get the car behaving like he quiet air of confidence in the wanted instead of simply Mitre 10 camp that has been running Alan Jones’ settings missing in the past. and trying to adapt his dri ving to suit. the ofOne his It worked for him in the Making first race asmost a Level final SATCC round at Oran driver was John Faulkner,

First of the Dunlop run ners were Dick Johnson and John Bowe and in their new Shell Falcon, which was get ting better with every ses sion as the team zeroed in on the set-up. “We’re changing it all the time and getting there,” reported a secretive Johnson. The team’s second car was less than a quarter of a sec ond slower and just three places further back, nmning softer ‘customer’ Dunlops because of a shortage of ‘works’ rubber. Tony Longhurst rounded out the top ten and was very happy with the Castrol Falcon, which had been fastest of all in the first ses sion on Friday, and the progress of co-driver Charlie O’Brien. His only disappointment was not having Yokohama’s latest tyres available for this race, which he reckoned would be worth four-tenths of a second'a.lap - which would have put him on the tail of HRT and ahead of everyone else. Missing out on the top ten run-off were Larry Perkins

L/ON TAMING... Jason Bargwanna and Mark Noske had a solid run in the Young Lions car. After his pitstop (above) Jason had a first corner spin but distinguished himself in the car; below he holds off Win Percy in John Faulkner's Commodore. (Photos by Neil Hammond amd Dirk Klynsmith}

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26September W97 NOT A DAY TO REMEMBER... Glenn Seton had a bad weekend. After chasing set¬ up on the Ford Credit Falcon during qualifying he was delayed in the race by brake problems. At one stage co-driver David Parson couldn’t stop in the pitlane overshot the pitbay. The current SATCC Champ may change brake set-up for Bathurst. (Photos by Dirk Klynsmith and Tony Glynn)

DIFFERENT COLOURS... Mark Skaife had to wait for his first race drive with the HRT and spent some time looking at the sky white Brock skated around. (Photo by oirk Kiynsmtih)

Top 10 Shoot-out

WlID

his own car absolutely right Coke team boss Alan for Bathurst. Heaphy. “It is the first time I’ve And both were barely and Russell Ingall, who were quicker than former HRT used power steering and I unhappy with the lack of like it,” reported Finnigan star Tomas Mezera in John grip offered by the Dunlop after placing the car 14th on Trimbole’s Bottle Magic 975s chosen for them. the grid. “We’ll have it on my Commodore. Ingall reckoned it was the car for Bathurst now!” Tomas was missing being hardest tyre available, The team had a drama on at the front of the pack like adding that the Castrol team Friday when co-driver Peter his old team, but was happy normally goes with mediums. with progress in the black Fitzgerald had the car catch “The balance is fine,” said car: “We’re losing a little bit fire under him, which burnt Ingall,“ but there’s no grip at There a small much of the injection system of time everywhere basically, back towas the first of thegap pri both ends. before the fire marshals but we’re only half a second “Still, the car is really good vateers, headed by Terry on full tanks - it’s not much Finnigan in the Alcair could put it out, forcing an slower than Larry so I sup pose that’s not too bad.” slower, probably because Commodore normally driven engine change. Fred Gibson is not used Consequently, Finnigan there’s more weight over the by Greg Crick (who was at had just 10 laps in the car * to having his car 17th on rear - so we should have a home for family reasons). the grid, but was putting on Finnigan got the call-up before qualifying it so well. consistent race pace.” Barely slower was Paul a brave face and seemed Despite being just six- during the week, having pre tenths of a second slower viously decided not to race at Romano, whose team was genuinely enthused in helpthan Glenn Seton in fourth, Sandown because of a budget benefiting from the team ing two young guys Steve Richards found himself shortfall and the desire to get management of former Darren Hossack and Steve Ellery - in the Wynnsbacked GMS Commodore. “We haven’t had any dra mas; we’ve just been mak Saturday September 13 1997 Fastest Team Car Pos Drivers ing small changes and if we finish in the top ten tomor 1:11.3142 Mobil HRT Commodore 1 Peter Brock/Mark Skaife row that would be fantas 1:11.5410 Mobil HRT Commodore 2 Greg Murphy/Craig Lowndes tic,” Freddo beamed. 1:11.8030 Young Lions Commodore 3 Jason Bargwanna/Mark Noske 'The only change to the 1:12.0197 Ford Credit Falcon 4 Glenn Seton/David Parsons car since Mark Skaife drove 1:12.0532 Coke/WGR Commodore 5 Wayne Gardner/Neil Crompton it was from Pagid to 1:12.1008 Mitre 10 Falcon 6 Mark Larkham/Andrew Miedecke Endless brake pads because 1:12.1257 Betta/F&P Commodore 7 John Faulkner/Win Percy the new drivers preferred 1:12.2354 Komatsu/AJR Falcon 8 Alan Jones/Jason Bright more feel. 1:12.2844 Shell Helix Falcon 9 Dick Johnson/John Bowe 1:12.3264 The Ashby/Reed duo were Castrol Longhurst Falcon 10 Tony Longhurst/Charlie O’Brien unusually back in 18th Castrol Perkins Commodore 1:12.4975 11 Larry Perkins/Russell Ingall 1:12.5190 position, just ahead of Mike Shell Helix Falcon 12 Steven Johnson/Craig Baird 1:12.6440 Conway and former Valvoline Commodore 13 Steven Richards/Jim Richards Formula Ford ace Gavin 1:13.0009 14 Terry Finnigan/Peter Fitzgerald/G reg Crick Alcair Commodore 1:13.0343 Romano Commodore Monaghan in Conway’s 15 Paul Romano/Allan Grice 1:13.0591 Falcon and Bruce Williams 16 John Trimbole/Tomas Mezera Bottle Magic Commodore in the Simoco Commodore, Wynn’s/Gibson Commodore 1:13.5173 17 Darren Hossack/Steve Ellery 1:13.8195 Lansvale Commodore which was understeering 18 Trevor Ashby/Steve Reed . 1:13.8933 Conway Falcon badly. 19 Mike Conway/Gavin Monaghan 1:14.7712 Simoco Commodore The Doulman/Cotter duo 20 Bruce Williams/Paul Gover 1:15.3602 M3 Commodore 21 Peter Doulman/John Cotter lost second gear in qualify 1:15.5917 22 Kevin Waldock/John Smith Playscape Falcon ing, keeping them down to 1:15.7262 Cougars Commodore 23 Melinda Price/Kerryn Brewer { 21st, just ahead of Kevin 1:15.9088 Stenniken Commodore 24 Malcolm Stenniken/Norris Miles Waldock’s Falcon, which Continued from page 17

back in 13th position, but was very happy with the car. “There was no problem with the change of tyre (iden tical front to rear;); in fact, it may be better even,” he said. Father Jim was also happy to he back in a V8 touring car and was, not surprisingly, pretty much on the pace.

Tickford 500 Qualifying times

WHILE his two teammates had problems in the Top Ten run-off for grid positions, Mark Skaife made no mistakes and retained his ascendancy with a storming pole position lap. It was a good clean lap from a proven professional which stopped the clocks at 1 ml 1.7500s, almost half a second slower than he had managed earlier in the day, but still a quarter of a second clear of the rest. Greg Murphy had been hopeful of grabbing the pole himself, but that became impossible from the outset. Coming up to take the green flag at the start of the lap, the engine simply cut dead for a couple of seconds and a horrified Murf crossed the line doing about only 219kmh 40kmh down on his rivals. Murf did his best for the rest of the lap, but had to be content with sixthfastest. “I couldn’t believe it when the engine stopped,” said Murf. “I reckon it cost us at least a second.” Which just happened to be what it would have taken to grab pole ... He was joined on the third row by Jason Pos 1 Mark Skaife 2 Mark Larkham 3 Glenn Seton 4 Alan Jones'

Bargwanna, who waited for his most important lap of the day to mess up, changing from third to sixth and bogging down between turns one and two. l Still, given his brilliant form throughout, it was a minor mistake and at least he was honest enough to admit it. With HRT having dra mas, one would have expected Seton to grab the other front row spot, but he was upstaged by man of the moment Larkham. Mark had been in the top half-dozen in every session, but drove a superb lap in the shoot-out, his fastest of the weekend, and was rewarded with his first touring car front row. Seton had to settle for the inside of the second row, where he was joined by former teammate Alan Jones, who turned in a typ ically aggressive lap on cold tyres. It was certainly a Bridgestone benefit, with Faulkner making it a clean sweep of the top seven places. Gardner was again best of the rest from Johnson and Longhurst, but little more than a second cov ered the ten. - DAVID HASSALL

Driver Mobil HRT Commodore Mitre 10 Falcon Ford Credit Falcon Komatsu/AJR Falcon

Time 1:11.7500 1:12.0072 1:12.0832 1:12.2025

5 Jason Bargwanna Young Lions Com'dore 1:12.5448 Mobil HRT Commodore 1:12.6317 6 Greg Murphy Betta/F&P Commodore 1:12.6444 7 John Faulkner 8 Wayne Gardner 9 Dick Johnson

Coke/WGR Commodore 1:12.7433 1:12.8366 Shell Helix Falcon

10 Tony Longhurst

Castrol Longhurst Falcon 1:12.8960

was being co-driven by for mer openwheeler star John Smith. The Castrol Cougars Melinda Price and Kerryn

Brewer - lined up on the back row of the grid with the Commodore of Malcolm Stenniken Miles.

and

Norris

26Seplembef199/

Race (reduced to 157 laps) Melbourne on Sunday; wet one minute, wet ter the next. The clouds opened and every once-a-year driver’s worst nightmare came true. The warm-up was wet, wet, wet. The times were a revelatidn. Longhurst was fastest, O’Brien fourth. Bowe was sec ond ahead of Skaife. Larkham, starting second, was 15th, six seconds slower than Longhurst. The only incident happened to Stenniken. Last year his team wired his heated rear window through the ignition circuit and the car stopped. This year they wired it through the fuel pump circuit. It overloaded - and the car stopped in the pit entry. This time it was fixed for good. . The pre-race rigmarole was longer than usual due to the Brock Factor and just before one o’clock the cars rolled out Most of the drivers agreed with the decision. “It wasn’t onto the newly-named Brock straight. The rain was not as bad as Symmons (Plains’ heavy, but it was persistent Shell round),” said Murphy and steady. after the race, “but it was a But the Pace Car stayed good call.” where it was, at the head To no-one’s surprise Bowe of the field. The decision was in 17 but it was a sur had been made to start as prise that, after all the pre per the Belgian Grand Prix race emotion. Brock was in or the first three laps the 05, not Skaife. field trailed around line Immediately the Pace Car astern, swooping from side pulled over, there was move to side. ment. Jones went inside

EARLY TIMES... After spin ning off early Alan Jones stormed back to lead the race. Here he hasjust swept past Murphy and is setting up a 20s lead before his first pitstop. (Photo by Dith KtynsmUh)

Dunlops were getting better on the drying track. Perkins’ progress was temporarily halted with a trip through the XR bunker but he quickly rejoined, losing six seconds and letting Richards by, the Valvoline car flying in the murk.

Seton at Shell for the first time while Murphy repeated the move on the Lions car, which Noske was starting. Brock flew away on the clear track and led Larkham by 2.5s, followed by Jones, Seton, Murphy, Gardner, Bowe, Longhurst, Noske, Johnson Jr, Faulkner, Steven Richards, Finnigan, Mezera, Romano, Ellery, Monaghan, Ashby and Williams. While Brock was building a

lead Jones closed on Larkham. The two were about 100m apart when they popped under the Holden sign on the back straight on lap five and Larkham hit a puddle. In a flash he was off - fol

while searching for grip on the infield. Jones resumed fifth, Larkham 15th. By that stage Brock was almost eight seconds clear. But next time around the 05 car was pit-bound. The throt lowed by the other blue tle cable-to-linkage connector was broken and the crew Falcon. Jones had spun the hauled the airbox off to fix it. car to avoid a potential, team ending disaster. Jones, with a It was a frustrating time for straight-ish trajectory back Brock, who resumed after los onto the track, quickly ing nine laps and the race. rejoined while Mark spent a That left Murphy, who had made great progress, leading Seton, Longhurst and Bowe but, again, Jones was revel ling in the conditions and surged forward. In two laps he was back into fourth, which became third on lap nine when Seton, who was struggling into the slow cor ners, pitted after free-falling back to 10th by lap 20. It was brakes. The backing plate had moved away from the pads. The pads had to be replaced and the air that had got into the system had to be bled out and two laps were lost, dropping him to 21st. Behind the steady Bowe Gardner was under siege from Perkins and Johnson, the two looking assured on the full wet Dunlops. By lap 13 train tracks were starting to appear and the

Next Steven quickly got past Gardner and began to close on Bowe, who had lost touch with Jones. AJ was the quickest man on the track for quite a stretch, crushing Murphy’s 12s lead in six laps and bolting past at turn two on lap 22. He quickly built a second a lap gap and rocketed away from everyone - well, almost everyone. Brock was back on the track with no hope of making much ground, but that didn’t stop him running up to two seconds a lap quick er than the leader. “It was fun,” he smiled later. “I haven’t enjoyed myself so much hi conditions like that for a long time.” At the same time as Brock’s Bridgestones were looking superior Longhurst’s Yokohamas were not. From third he started a two second a lap slide that would see him fall to the tail end of the top 10 in as many laps. He was just holding on for his fuel window. As AJ was building his lead Johnson spent the best part of six laps diving around in Bowe’s mirrors, looking com fortable and anxious to get past until the recovering Perkins came up and passed him. The younger Johnson made it through on lap 33, followed at once by namesake Richards. By lap 35 Jones’ lead was 14s over Murphy, Perkins, Richards, Johnson, Bowe, Gardner, Percy (just taken over from Faulkner), Longhurst, Noske, Finnigan Continued over page

IT WAS SO SLIPPERY ... The newly-resurfaced Shell cor ner caught a lot of drivers out. Darren Hossack was one; this is almost 100m before the corner... (Photo by ark Ktynsmith)

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SA.N DOWN

26SeplembefW97

n Mark Larkham had an unusual explanation for his recent change of for tunes - a St Christopher’s medal. Though not reli gious himself, a girl at Harvey World Travel (which books all his travel) told him it would change his luck so he hung one around his neck and, presto, he’s competitive! Of course, the changes he has made to the car at the same time might have some bearing as well ...

was the Wynns/Gibson Motorsport Commodore at 250.9kmh,just pip ping the Young Lions and only l.Skmh faster than the Alcair Commodore which was third (!) Up the back straight AJ’s Falcon {249.8kmh) pipped the Richards/Richards car by 0.7, while Tony Longhurst’s Falcon (248.8kmh) and the win ning HRT car (248.1kmh) were next.

n Local motor sport identity Bob Gill Prahran’s fastest plumber - was much in evidence at Sandown, to the surprise of some people. There was some confusion arising from the recent death of his namesake, of Gillspeed and MG fame.

n The Racetime website ran live updates of the race as they happened and it proved to be so popular the server overloaded and went down. Over 10,000 hits were recorded on race weekend. For more info check the website http://racetime.oz.nf

NEW BOY... Heaphy(L) and Bap Romano,(oiynnpic) n The Romano team had plenty of experience on board at Sandown with the arrival of former Gardner team manager Alan Heaphy and new co-driver Allan Grice. Both are expected to be part of the team at the Primus 1000 also.

'n Wayne Gardner /Motorsport has had budget difficulties all season and these continued at Sandown. After qualifying on Saturday Neil Crompton was left to find his own way to his city hotel so set off on foot to find a taxi...

n John Faulkner achieved a major ambition with his elevation to Level One status at Sandown and also had official Holden backing for the first time. “We put that Holden factory support sticker on and we picked up a second (a lap),” said the 1997 Privateer Cup winner. “It’s just great to have the support; it’s given the team a real boost.”

n Win Percy’s Harrier GT off-sider will be making the trip south with him for Bathurst. Charlie Cox, expat Aussie and former BTCC privateer, will line up in Chris Smerdon’s Commodore for the Primus 1000.

n Our condolences go out to Greg Crick, whose mother died on Saturday. Greg had stayed in Tasmania to be with his gravely ill mother, but came across for the race on Sunday.

n Rumour has it that, after failing to hit the ‘Aux pump’ switch in the race Kerryn Brewer was quizzed after the race as to what every switch in the Castrol Cougars Commodore was for... n Tooth Decay Dept; Apart from the Coke and Donut King sponsors for WGR the Allens M3

FAST COMMODORE... Richards. (Photo by John Moms/Mpixf

n Those tricky comput er devils at Racetime Computing had Sandown wired for all sorts of data. According to their sources the fastest car down the Brock Straight in the race

Commodore crew had some sweets to hand out over the weekend - 60kg of them. - DAVID HASSALL/ PHIL BRANAGAN

DREAM DEBUT... Bruce Williams and Paul Gover had a fine run in their first touring car race, staying out of trouble and taking Privateer honours in the Simoco Commodore. It was less fun for some other privateers; Trevor Ashby and Steve (Photos by Tony Glynn and John Morris/Mpix) Reed had a trying weekend in the LansvaleAA/GR car. Continued from page 19 (another fine wet weather drive), Larkham, Mezera and Elleiy, who had pitted out of synch to have a misfire checked. later Three laps Larkham’s encouraging weekend was over. He sensed a noise coming from the rear of the car and the crew discovered that the diff was breaking'hp. In the battle for privateer honours Finnigan led Monaghan (who had had an off), Ashby, Williams and Waldock after 35 laps. After 15 laps in the lead Jones was 15s clear of Murphy, with Perkins 2.2s back and closing. All that was about to change, as the pitstops beckoned. , everyone was Obviously going to get their compulsory brake pad change out of the way while the track was still slow. There had, remarkably, been no pace car periods and not a single car had retired for other than mechanical breakdown. A lot had been off but all the hits had been light. Seton was first in - by necessity. He had run off at Shell and split a splitter. He came straight in and handed over to Parsons, who left after a lm47s change (entryto-exit time). That hurt them. At the same time Murphy came in and Lowndes, 120 litres of fuel and cut ‘intermediate’ slicks left 25s faster than the Falcon. That, effectively, won them the race, though because of the staggering of the stops the car resumed in ninth and it wouldn’t get into the top three for some time. Faster again was Perkins to Ingall (lm20s) a lap later. It was an interesting stop; on his ‘in’ lap he made contact with Murphy a couple of cor ners from the pit entry. The Castrol car was only lightly damaged and neither driver was prepared to make heavy weather of the incident. Jones’ lead was a full 20s over Richards when he howled in. Bright leapt into the car but went nowhere. The front right caliper was proving difficult to handle and, after some fumbling it was an agonising lm52s before the Komatsu Ford -resumed and that was the whole race as far as winning was concerned. Lowndes, ninth, was 5s

clear of Ingall, who had 2s on fright once they had all com pleted a lap. The race was on, but Lowndes was having nothing of a battle. He imme diately set the two fastest laps of the race so far. He was building a lead, a big lead. The conditions were a little clearer, but still tricky. Johnson Sr spun number 17 at Shell corner on his ‘out’ lap after almost having tan gled with Lowndes on the way under the bridge. Dick resumed after wheelspinnning on a kerb for a bit. That dropped him to 11th. Bargwanna did exactly the same thing once Noske, who had run most of his stint in ninth, handed over to him. Jason motored through the kitty litter onto the track and started out on a long - and semi-epic - drive. The leaders were stretch ing their fuel for all it was worth. The out-of-synch Ellery took over the lead from Steven Johnson, who went straight on at Holden Hill, also split a splitter and pitted on lap 62 for Baird and a new front in 3m08s. Then, eventually, in came Gardner. The stop was fast. No; at under a minute inand-out for a pad change it was brilliant. It was a poten tially winning move. And Crompton resumed on slicks. “It was a combined call between (WGR Crew Chief) Wally (Storey) and me,” said Crompton. “I’m not familiar enough with these (Yokohamas) to make it myself, so...” It looked good for a while. The rain had stopped and a dry line appeared, allowing Crompton to close on leader Lowndes, who was 70s ahead. But despite making ground on almost all the track, Crompton was losing it on the newly-laid track at Shell and Holden Hills. For about 12 laps it was a good gamble, then the rain started again.

He stayed out for another 22 the exit of NGK when the laps slithering around until auxiliary fuel pump didn’t pick up. She got going again, pitting for tread. And, even if the sun shone, had a later off into the tyres Lowndes could have pitted 'from which the car was for slicks, eaten a sandwich, extracted and finished 17th. Johnson Sr pulled 17 in on and still emerged in front. Crompton would run off a lap 108. He had detected a few times - most notably at loss of power which the crew Shell, in company with put down to a dropped cylinBright and Crick - find pit der and, while he would have for suitable tyres. battled on at Bathurst, he He stayed in the car for and the team saw little point the final 96 laps. Every time in ruining an engine for little he pitted, Gardner was still reward in shitty weather, dressed in civvies... Seton’s bad day was contin Richards handed the car uing. Parsons was also hav ing brake problems and over over to dad in lm42s, resum shot the pit on lap 118. Seton ing sixth. Lowndes took over the leapt in and waited while the lead when Ellery pitted on crew attended to a master lap 70, running off quick lml8s laps. The car was still not over its mystery electrical problem, occasionally catching its pilot by sui-prise but cutting out completely, but no-one else could run at the same pace. Well, two other drivers and Skaife could; Bargwanna. The pint-sized Lion was suitably embarrassed by his off but was making up for it with pace. By the time of his next pitstop he had moved from 10th to third. Skaife was well outside the top 10 but still giving 05 plenty of stick. He even spun the car - a most un-Skaife like thing, even in the wet so hard was he pushing. The order after everyone had completed their stops was Lowndes, Ingall, Richards, Bright, Crompton (feeling the pinch), Percy (bowling along a lap down in Faulkner’s Commodore), Johnson Sr, O’Brien, Bargwanna (closing) and Baird. The Castrol Cougars had had a busy time. Price started and stayed out of trouble but Brewer found the weather a big ask in a car she’d never driven in the wet before. After a steady start she had the car grind to a to stop on

cylinder problem. The Shell ATCC Champion drove hard to the end to finish 11th ironically, one spot ahead of Brock, owndes’s lead was stretch ing. On some laps he was 2.5s faster than Ingall, and the gap out to more than a minute by the time the second round of stops beckoned. From being under pressure he had cemented the race and the HRT troops only needed a trouble-free stop to make sure of the win. They did it. Murphy went back into battle a lap and a few seconds ahead of Perkins but Murph had resumed on hand-cut ‘intermediates’ and LP was on wets. The rain started tumbling down and the Mobil car was struggling, He lost 25s in three laps... “I knew I was in trouble,” Murphy said later. “A few cars went straight past me, including Longhurst, so I thought I better come in.” He did, for wets, on lap 121. Perkins was less than 15s behind and, for a few laps, it looked like the race was alive, He got the gap down to 9.5s. A few other cars had also unlapped themselves in the drama, with Hossack (now fourth) and Crompton (fifth) getting on the lead lap.

k'-

26 September 199?

1997 Tickford 500 Final Results Pos

Driver

Sunday September 14 1997 Team Vehicle

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Greg Murphy/Craig Lowndes Larry Perkins/Russell Ingall Alan Jones/Jason Bright John FaulknerAWin Percy Steven Richards/Jim Richards Wayne Gardner/Neil Crompton Steven Johnson/Craig Baird Darren Hossack/Steve Ellery Jason Bargwanna/Mark Noske Tony Longhurst/Charlie O’Brien Glenn Seton/David Parsons Peter Brock/Mark Skaife Bruce Williams/Paul Gover Peter Doulman/John Cotter Paul Romano/Allan Grice Malcolm Stenniken/Norris Miles Melinda Price/Kerryn Brewer Terry Finnigan/Peter Fitzgerald/ Greg Crick DNF John Trimbole/Tomas Mezera DNF Kevin Waldock/John Smith DNF Dick Johnson/John Bowe

GOODBYE SANDOWN... Before the race Sandown pro moter Jon Davison dedicated the front straight as ‘Brock (Photo by Thunderpics/Agfa) Straight'. But, before a pace car could be despatched, Perkins spun at the final corner. "The Castrol car was 32.2s behind when it came around again and Perkins was not going to chase. He later had another moment at the same corner, almost colliding with the Bargwanna Commodore which was also in the kitty lit ter at the same time.

The conditions were diabol ical. “It was some of the worst conditions I had ever raced in,” said Brock after the race. “I couldn’t see past the windscreen,” said Murphy. “The only thing I could see was the Channel 10 logo at the end of the straight so I was using that as a marker.” Steven Richards had an off in the final laps, allowing

Fastest

3:45:22.3508 3:46:33.2906 3:46:53.5573 156 laps 155 laps 155 laps 154 laps 154 laps 153 laps 151 laps 150 laps 150 laps 148 laps 148 laps 144 laps 144 laps 139 laps

1:18.2390 1:19.9189 1:19.4101 1:18.6516 1:20.5045 1:19.7605 1:20.8281 1:19.8078 1:17.9492 1:19.4131 1:18.9860 1:17.4932 1:24.2792 1:22.2236 1:23.4783 1:22.8979 1:24.4667

113 109 110 117 117 108 113 69 110 108 105 101 110 108 99 102 71

132 laps 136 laps 112 laps 108 laps 95 laps 47 laps 33 laps

1:21.4368 1:22.8935 1:22.7593 1:21.2097 1:24.7474 1:25.3866 1:23.8805

71 103 76 106 39 16 25

Laps

Mobil FIRT Com modore Castrol Perkins Commodore Komatsu/AJR Falcon Betta/F&P Commodore Valvoline Commodbre Coke/WGR Commodore Shell Helix Falcon EL Wynn’s/Gibson Commodore Young Lions Commodore Castrol Longhurst Falcon EL Ford Credit Falcon EL Mobil HRT Commodore Simoco Commodore M3 Commodore Romano Commodore Stenniken Commodore Cougars Commodore

Alcair Commodore Bottle Magic Commodore Playscape Falcon Shell Helix Falcon Cadillac Films Falcon DNF Mike Conway/Gavin Monaghan Lansvale Commodore DNF Trevor Ashby/Steve Reed DNF Mark Larkham/Andrew Miedecke Mitre 10 Falcon

Faulkner to get past into fourth but that was the last major change of position. Lowndes ran out to greet his winning co-driver, Murphy steering it home by 1mlIs. Perkins was an ominous second from Jones, who surged forward when the weather was at its worst) and Faulkner, The Richardses were sixth ahead of the Gardner/ Crompton car, Johnson and

Baird and Ellery/Hossack, who looked a handy combina tion well aided by pitwork. Bargwanna was ninth after staying aboard at the final stop, while Longhurst had dropped to 10th ahead of Seton and Brock. Then came the leading pri vateer. Williams had neverraced the car before and Gover had never driven one in the rain until he hopped in an immediately spun in the

race. Bruce went off in the third stint - and again, dri ving through his own wheel tracks - hut the Simoco car made it to the end to take a fairytale, but deserved win. The Doulman/Cotter M3 lolly-riddled VP was 14th from the Romano/Grice car and Stenniken and Miles. Price got the Cougardore home ahead of Fitzgerald, who only got to drive after a long stop to fix the a blown

extractor. So the Murphy/Lowndes dream team, after a few night’s tossing and turning in various part of the world this year, picked up where it

left off.

There is a longer than usual break before the 1000km race at Bathurst this year. For several teams, that’s the best news they took home from Sandown ...

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26Seplml)efl99/

Spectrums shine in gioom By AARON NOONAN

THERE was no stopping the Spectrums at Sandown as the Melbourne-built Formula Fords took two 12 finishes at Sandown. Adam Macrow led home Phillip Scifleet in perfect con ditions on Saturday afternoon, while a Sunday deluge saw Christian Jones drive a bril liant race to lead home Macrow. Newcomer Rodney Forbes made a great impression, tak ing a front row spot in his fiveyear-old Van Diemen, while Justin Cotter also came through with a third in his first drive in the ex-Jason Bright VD.

Qualifying

Conditions were perfect for fast laps, and it was Jones who scored Spectrum’s first pole of the season in lml8.3483s, 1.4s under Todd Kelly’s lap record/Sydney sider Forbes put his Van Diemen RF92 onto the front row, whilst Scifleet and Macrow completed row two in their Spectrums. After a winless year the Spectrums led the way, after Van Diemen dominated the title race with Tander, Ambrose, and Kelly, all of which were present on the weekend, although not com peting. Sam Oliver and Tim Leahey sat on row three, whilst a per plexed Greg Ritter, was back in ninth, almost a full second off the pace. One driver missing was Scott Zerner. The Queenslander went off in a huge way in Friday practice, practically destroying brother Craig’s Van Diemen. Understandably he DNS’d for the rest of the weekend.

Race 1 (8 laps)

Last year Ritter made a big impression at Sandown, and he carried the form forward 12 months later by making a bril liant start, but he could get close to the leaders as Forbes, Jones and Leahey. Macrow and Scifleet. Ritter, McDougall, Sam

"r^y.

^ ^'■

3S"

SLINGIN’ IN THE RAIN... Phillip Scifleet had to be content with a new FF lap record after this spin out of the lead on Sunday. At least he wasn’t the only one ... GOOD DAY FOR AL JR ... Christian Jones drove superbly, never putting a wheel wrong to win on Sunday. (Photos by Dirk ‘Human Umbrella' Klynsmith) Oliver, Cotter and Owen follovyed. Jones took over on lap two, the Spectrums showing plenty of speed on the straights. Macrow went with him but behind, Ritter’s day ended with a sour engine. Macrow broke away from the pack with two laps to go but over the last lap Scifleet hurtled after him, setting a lml8.31s on the final lap to just miss running down the leader. Forbes with a final lap of 18.7, was third, just holding off McDougall, Leahey and Jones.

Race 2 (7 laps)

If Time Hulkko’s spin on the warm-up lap was anything to go by, drivers were in for a treat on the damp Sandown layout. Pole sitter Macrow was swamped by the field off the line, and found himself with a tonne of work to do, while Scifleet headed the field, with the field in hot pursuit. Quite predictably, it only took a handful of tfims before somebody came to grief on the

A fast

minute with,..

treacherous surface, Greg Woodrow spinning, and Robert Jones joining the party at NGK while Forbes passed Scifleet for the lead, Christian Jones played a waiting game in third, while Macrow was in the wrong end ofthetopten. The end of Brock Straight caught Scifleet out under braking at the start of lap three, as he rotated the Spectrum, all drivers avoiding the former karter. And as if that wasn’t enough, Ritter completed what had been a horror of a weekend, by spinning into the sand trap at turn one on lap the. He continued to finish 13th. Dugal McDougall in the

I I The Metal Wear Protector

, Phillip Scifleet

Name: Phillip Scifleet Born: 4 May 1977 Home state: New South Wales Car: Spectrum 06

Another young man expected to be one of the big improvers in 1998 Phillip Scifleet signalled his inten tions at Sandown, finishing second in the first Tickford 500 support event. A gifted driver Scifleet is the 1996 NSW State Formula Ford title holder. Likes: swimming, motorbikes, Michelle (girlfriend) Dislikes: Healthy food, speeding tickets, losing the remote for the TV Three words that you would use to describe yourself: Honest, ambitious, lazy

Ambition in motorsport: Simply to go as far as I can

Ambitions for 1998: To win the 1998 Ford Motorsport/Slick 50 Australian Formula Ford Championship and get picked up for a sponsored drive the next year Most memorable moment in Formula Ford: Finishing third in both races Formula Ford at the 1997 Australian Grand Prix Most admired Australian driver: Glenn Seton Most admired international driver: Jan Magnussen Most admired competitor: I respect them all really Favourite catch-phrase: “Oh ... do I have to?”

Mygale had quietly moved up and by the halfway mark, found himself in second behind Jones. Macrow had clawed his way up to third. Forbes, who had slipped (bad pun!) back, took Macrow for third at XR Comer, but on

the following lap, spun at Simoco Comer, dropping down the order to seventh. Jones though was in control in the adverse conditions, and won from Macrow, Cotter (a great drive from seventh on the grid), McDougall (who fell back due to running off at XR

comer), and Hulkko. “I just drove within myself to get over the line and things ● went my way” he commented afterwards, Next stop for the Formula Ford circus is Bathurst, in support to the Primus 1000 Classic.

The next step

IN reward for his effort in winning this years Slick 50/Ford Motorsport Australian Formula Ford Championship, West Australian Garth Tander has sampled Darren Pate’s NRC Reynard 95D, and pre r dictably wants more. “I was finding more and more time as the ses GRINNERS... Tander (R) and Zerner enjoyed their FHolden drives. sion went on, but didn’t have the steered by Jason thing happens ‘T was just startBargwanna due very quickly. The confidence to put ing to feel comto the fact that he braking is unbein any blinders, fortable m the car I’m sure with a when the clutch was the highest lievable, while placed Spectrum the acceleration few more laps I gave out. I was no driver in the is equally as could be fairly where near the and impressive.” he close to the mark” limit but loved series, record ed a time said, said Tander after every second of it which would have Tander complet I want more.” the eitperience. seen him on fifth ed twenty laps of Rookie of the beamed Zerner. Christian spot on the grid the Calder circuit , Year Craig Zerner and wiH be head also hot-lapped Jones, on a high for the opening round. ing off to England the car, although after his win in “The Formula to compete in the race two at his test was cut to Ford Holden machines Formula Sandown, sam a totid of six laps on Festival pled the Reynard are exciting to after clutch prob October 19. 92© normally drive and everylems.

AMP -|000 PREVIEW

26Septanijefm7

Illustration by Bernie Walsh

HE 1997 AMP Bathurst 1000 on October 5 shapes up as being as intriguing a race as any in the 35year history of the race. How will the Australian Super Touring teams rate against their international coun terparts? Will cars designed primarily for sprint racing be able to handle 1000 kilome tres? And, almost as an aside: who will win? With the immediate future of The Great Race tied to Super Touring cars, the results will be eagerly awaited on Monday October 6- all over the world. The field will be, perhaps, the smallest ever at Bathurst. As Motorsport News went to press, it looked like a maximum of 30 cars making it to Mount Panorama, two less than the previous smallest grid two years ago. But those 30 cars will represent 12 differ ent makes of car(assuming that both Vectras in the race wear the same badge ...), which is the most diverse grid in 30 years. And following all the talk, questions, doubts and rumours, the perennial preBathurst question - can Peter Brock win his 10th Great Race? - has been overshadowed somewhat this season with the public and media discussion of whether the tradition of the race has been lost and which Bathurst race will be the 'real' one. i In football terms, home ground advantage is a considerable force; a team without such a good record may be able to put it over a ladder leader if they can get them on their own turf. The two most successful Australian teams, Audi and BMW, start as co favourites. In the BMW Motorsport Australia team.

The Great Race goes 2-Litre with an influx oftop European teams and drivers taking on the Aussies. PHIL BRANAGAN takes a closer look at the contenders: Paul Morris, the 1995 Super Touring champion, will be sharing with kiwi Craig Baird and both drivers have terrific form at the Mountain. Morris is, for some odd reason. under-rated by some while Baird is unquestionably quick, In the other car, Geoff and David Brabham team up for the second time, the first coming in South Africa two years ago. This style of event will suit them well; Geoff has won all manner of long-distance sportscar races, including the Le Mans 24 Hour, while David's last season in the 1995 BTCC left him with an enhanced reputation, despite thin results. And the BMW team has left nothing to chance. At the recent test day at the Mountain, team manager Lyall Williamson had an armada of equipment to measure every aspect of his cars' performance and the information has been put to good use with a thorough preparation. B&cking up the lead cars are two more NZers, Jason Richards and Brett Riley. Jason impressed everyone in his local debut at Amaroo two months ago while Riley was very strong in his last Bathurst drive with Baird three years ago. Facing off against them will be arch rivals, Orix Audi Sport.

Brad and Kim Jones lead a strong team which is very highly regarded by Audi in Germany, so much so that once again they will lead Audi's assault on not only Bathurst but also Macau, where Brad and Emanuele Pirro will team up. Partnering Brad at Bathurst, though, will be 1996 BTCC and World Cup winner Frank Biela who is not only considered one of the marque's 'A team' of drivers but has consid erable Bathurst form as well. He has two Great Race starts with Allan Moffat's team and is very keen to add Bathurst to his list of victories. In the second car, Audi's form man Cameron McConville lines up with JeanFrancois Hemroulle. Cameron has devel oped into one of the best in the business and, while little is known of the Belgian, Audi is not in the habit of handing factory drives to second-raters. The race format favourhave the German marques. Both will models already competed in 24-hour races in Europe and the race distance may suit the heavier 4WD A4s more than a 25-minute dash. With their solidity, tyre and brake wear, and ability to handle all weather conditions, the Audis are almost bound to feature in the

results; don't be put off if they qualify poorly. Much might also depend on their unique Dunlop tyres. The BMW team have raced in this very event before so their 'home ground' advan tage may be greater than anyone else's. For the first time Volvo will run two cars. Five-times race winner Jim Richards needs no introduction - he is one of the best in the business and, at 50, is in line to become the oldest winner in the race's history (sorry, Jim!). Lining up alongside is Rickard Rydell. Three years after he was supposed to drive in the race (some guy named Lowndes took his HRT drive), the flying Swede heads south after a frustrating but, ultimately, com petitive season in England in an S40. In the 850 he should be something to watch, espe cially in qualifying, in the second Volvo, leading Independent driver Cameron McLean steps up alongside Jan Nilssen. McLean is a Bathurst rookie but should have few problems going fast while Nilssen is the new Swedish Touring Car Champion and hasn't earned the nickname 'Flash' because of any social problems he has ... Can Peter Brock win his 10th Bathurst? That is the question which has been asked for 10 years and this year he has a real strong shot at double figures. The Triple 8 Vauxhall factory team is not sparing any effort to win the race and Brock's 1997-spec Australian Grand Prixsponsored Vectra has already been heavily revised to meet the demands of a 1000km race. Partnering him will be a Bathurst rookie Continued next page

AlVfP *1000 PREVIEW

26SeplmberW9/

Did you know? n No all-international driver line-up has ever won the race. Steve Soper and Pierre Dieudonne took the chequered flag in 1987 only to be disqualified, leaving Peter Brock with his ninth win. This year there are six double international entries in the race.

ft 0.

n The closest that an international pairing has been is second; Allam/Radisich in 1990, Niedzwiedz/Biela in 1989 and Ravaglia/Cecotto in 1985. n Four of the past six British Touring Car Champions will drive this year. Alain Menu, the 1997 champion, will be in a Renault, 1996 victor Frank Biela in an Audi, 1989 and 1995 champ John Cleland for Vauxhall, and 1992 champ Tim Harvey for Peugeot.

castm

n Only two rookies have won the race. Former FI and Le Mans winner Jacky Ickx was the last -20 years ago - while Rauno Aaltonen did it in 1966. This'season nine of the leading visitors are rookles.

FANCIED PAIRING: Paul Morris and Craig Baird are the earlyfavouritesfor victory. LOCAL ACTION: The Super Tourers do their thing at Lakeside this year, with no quarter given between the BMWs, Audis, Volvo and Honda.

n There have been three World Cups in Super Touring racing and the winners Radisich (2) and Biela - are both starting the 1997 Bathurst race.

AustraliaI V Europe

n The year of the smallest grid, 1995, was also the year of the least finishers.

Continuedfrom previous page

JIM RICHARDS ... Oldest winner?

n Two local heroes - Peter Brock (52) and Jim Richards (50)- will become the oldest winners of The Great Race if either one manages to succeed. n This is the 29th time Peter Brock has tackled the Mountain. In competing in, the race this year, he will surpass former HDT teammate Colin Bond who sits on 28 starts. n A normally aspirated four-cylinder car has never taken pole for the Great Race. It would be a major upset if this did not change this year as the only cars that can prevent it are Volvo's 850, which has five cylinders under the bonnet, and Peter Hills' V6 Mondeos. n Speaking of the Volvo, the cars should be primed for the race. The twocar team has picked up the backing of the Prime TV network for the event, along with Ericsson and Greenfield Mowers. n Vauxhall makes a return to the Mountain in 1997 with BrockANarwick and Cleland/Kaye. A Vauxhall Cresta driven by Frank Coad and John Roxburgh won the 1960 race at Phillip Island. n Another manufacturer returning to the Mountain is tyre company Michelin, which will supply all the major teams bar Audi for the race. Colin Bond/Tony Roberts last won for Michelin when they steered their HDT Monaro to victory in 1969. n The last two Bathursts have been exclusively V8 races. This year 12 manu facturers will be represented; Audi, BMW, Peugeot, Vauxhall, Ford, Toyota, Volvo, Renault, Honda, Alfa Romeo, Hyundai, and Nissan. - AARON NOONAN/PHIL BRANAGAN

with only two seasons of BTCC touring car experience. Sounds bad? Think again; it's Derek Warwick, long-time FI and sportscar ace and co-owner of the Triple 8 outfit. Sounds good. In the other Vectra will be double BTCC winner John Cleland. The Scot has had a lousy season but is confident that his car will be perfect for the race he has already tried to win three times. His passion for Bathurst is not far short of Brock's. Partnering Cleland is James Kaye. On his only other-.Bathurst trip the Brit shared a Toyota with Greg Murphy and impressed everyone who saw him. A Bathurst result would be just the ticket for the likeable Pom. Renault has won everything in Britain this season. With the driver, manufacturer and team titles, the Williams outfit has swamped everyone with their rocket-like Lagunas and Alain Menu is unquestionably the fastest driver in the business. Alongside Menu is young Englishman Jason Plato, who beat some big names to grab the second Williams-Renault seat and starred all season, tak ing pole in his first two races. The second Renault reunites two of the biggest names in the sport, Alan Jones and Williams. AJ dearly wants to win Bathurst and returned from a recent UK trip raving about the profession alism of the team. Alongside AJ is veteran Graham Moore, who arranged to get the team into the race and took out the local privateers prize two seasons ago. The big word about the Renaults is that they will be too fragile to go the distance. Ordinarily, maybe true; but this is WILLIAMS we're talking about here T,he other overseas team is Peugeot. In Tim Harvey and Paul Radisich, the lead car has a for mer BTCC winner and a dual World Cup champion, with con siderable Bathurst experience. The other car is a mixture.

with long-time Peugeot fast man Patrick Watts alongside Neil Crompton, just back from third in the North American series with Honda. Cromley could well be the surprise packet of the race. The other FWD car to watch, apart from the Volvo and the imports, will be the Valvoline Nissan. Steven Richards is coming to grips with the car, which should be very well suited to the track given its prodigious speed on the straights. His co-driver is leading British independent Matt Neal, who Is very capable of doing a good job - he races an identical 1996spec Primera in the British series. In fact, he is bringing it with him as a backup ... Richards remains the only pri vateer to win a local Super J

1 2 3 4 05 6 7 8 10 11 14 15 16 20 21 22 23 26 30 33 34 36 37 38 45 58 60 64 83 88 89

Touring race while Neal has won everything at independent level in England. Pitstops should be fun as the Brit is almost two metres tall! And, as a last-minute con tender, keep an eye on Richards' old Honda Accord. Now in FAI Insurance colours, the car was to be driven by father and son Ian and Warren Luff but, as of last week, Julian Bailey has joined the outfit. That makes the driving strength formidable; the ex-FI man has a lot of Super Touring experience in Europe and South Africa and, with Dave Cook coming out from the UK to run the car, it has become a contender. After the 'pro' teams the level falls away a little. Look for the new combination

AMP Bathurst

Brad Jones (NSW)/Frank Biela (D) Paul Morris (Q)/Craig Baird (NZ) Alain Menu (CH)/Jason Plato(GB) Jim Richards (Vic)ZRickard Rydell(Swe) Peter Brock (Vic)ZDerek Warwick (GB) Tim Harvey (GB)ZPaul Radisich (NZ) John Cleland (GB)ZJames Kaye(GB) Jan Nielssen (Swe)ZCameron McLean (Q) Mark Adderton (NSW)ZNeal Bates (ACT) Cameron McConville (Vic)ZJ-F Hemroulle (Bel) Ric Shaw (NSW)ZAnthony Robson(NSW) Milton Leslight(NSW)ZTBA Justin MatthewsZPaul NelsonZBob Holden (NSW) Dennis Chapman (NZ)ZBrian Bradshaw (NZ) M Fitzgerald (NSW)ZB Rider (NSW)ZR Chivas(NSW) David Brabham (UK)/TBA Alan Jones (Q)ZGraham Moore(NSW) Patrick Watts (UK)ZNeil Crompton (NSW) Troy Searle (NSW)ZGeoff Full(NSW) Jim Cornish(NSW)ZNigel Barclay (NZ) Steven Richards (Vic)ZMatt Neal (UK) Miles Pope (NZ)ZTBA Tony Newman (NZ)ZDwayne Bewley(NZ) TBZVTBA David Aunger (Q)ZLawrie Kite (NZ) Paul Pickett (NSW)ZBill Sieders(NSW) Ian Luff (NSW)ZWarren Luff (NSW)ZJulian Bailey(GB) Jason Richards (NZ)ZBrett Riley (NZ) Geoff Brabham (Q)ZDavid Brabham (UK) Peter Hills (NSW)ZWayne Wakefield (Q) Kleo Mandikos (Vic)ZJenni Chapman (ACT)

of Troy Searle/Geoff Full/BMW to lead the way in the Roadchill car, while the Neal Bates/Mark Adderton Camry should not be tar behind the leading group. Bates has plenty of mountain experience and Adderton has been improving all season. The other crew to watch may be Tony Newman/Dwayne Bewley. Two more kiwis, the pair will share an older Peugeot, a 405, which has shown terrific straightline speed all season. They and the Fastway car could be just the ticket for a long day. The local teams have vital Bathurst experience while the internationals have newer cars and bigger budgets. There may be a small field but there will be no lack of inter est at Bathurst next week. n

entries Orix Audi A4 quattro BMW/Diet Coke BMW 320i Renault Laguna Volvo Aust Volvo 850 Qantas AGP Vectra Peugeot 406 TBN Vauxhall Vectra Volvo Aust Volvo 850 Phoenix Toyota Camry Orix Audi A4 quattro Hve Hyundai Lantra Toyota Carina Faber-Castell BMW 318i BMW318i Peugeot 405 BMW/Diet Coke BMW 320i Renault Laguna Peugeot 406 Roadchill BMW 318i BMW 318i Valvoline Nissan Primera BMW318i Fastway Couriers Peugeot 405 Fastway Couriers Peugeot 405 Fishing Magazine Alfa Romeo 155 Hve Hyundai Lantra FAI Insurance Honda Accord BMW NZ BMW 320i BMW/Diet Coke BMW 320i Knight Racing Ford Mondeo Knight Racing Ford Mondeo

2SSeptember 1997

The heavyweight foreign invasion w

hile everyone has a dif fering view about the two 1000k races this season, the comparison between the local Super Touring Car teams and the overseas invaders will be one of the most interesting in the last decade. The European teams head ing south face the same chal lenge: will 1997-spec cars designed to run 30-minute sprints survive a seven-hour race at the Mountain? They are not coming all this way only to go home with their tails between their legs ... The international teams are led by Williams-Renault, the team which dominated the British Car Touring Championship this season, adding the Manufacturers' and Teams' prizes to Alain Menu's Drivers' title, sealed so early in the season it seems like a dis FRENCH WEAPONS: The tant memory now. Menu is joined by Jason toughestforeign challnges are Plato, who completed the most expected to comefrom Renault successful BTCC season in his (above)and Peugeot(right). tory, while in the other car Alan , (Photos by LATand Nigel Snowdon) Jones - reunited with his old FI, outfit for the first time since 198T BTCC factory team yet to win a - will share with former local race ... Privateers' champion Graham For all that, the cars should Moore. be a threat. Harvey and Watts Of all the cars coming, the will share with Bathurst-experiLagunas are seen as the all-out enced co-drivers Paul Radisich 'sprint' cars, and many expect and Neil Crompton, and the them to be on the front row after crew is led by Eddie Hinkley, qualifying but not to survive the who was at Bathurst with the first few hours of the race. TWR Jaguar team back in '85. Maybe it will happen; but And MSD is used to building remember that this is Williams, a rally cars that survive almost team not known for being any- anything, so the 406s should be thing but thorough. able to go the distance. Renault's French rival The other visitors will be the Peugeot, will be represented by Triple 8 Vauxhall team, their BTCC team. Two cars - a 1997 race car There have been a lot of and an updated '96 - will make changes in the outfit recently; the journey with a limited num from being the only factory-run ber of team members who will team in the series this year, they be supplemented with Bruce entered into a partnership with Miles' Tasman team from New l Motor Sport Development, which Zealand, was previously involved with While the Vectras have hardly Honda's BTCC team. set the world on fire in England As a result, Tim Harvey/ this season, there is good reaPatrick Watts have had much son to think that they will go fast more competitive seasons, but at Bathurst, that first win is still eluding the The cars are friendly to their team. The Pugs are the only tyres and brakes, have been

Rickard Rydell

Better late than never

frit

quite reliable and will not be hampered by the ineffective 1997 wing kits which are being replaced for the race by 1996 versions. Only one of their drivers has n't driven at Bathurst before and that is ex-FI and sportscar ace Derek Warwick. The other three drivers all have excellent form. John Cleland simply loves Bathurst and sees this race as his best opportunity to win the race he prizes very highly. His set-up knowledge will be vital to the team. Alongside him in the entries have been all sorts of names. At

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one stage Larry Perkins looked almost a certainty, then Russell Ingall seemed set for the drive. Finally both names were with drawn. The man who ended up with the drive is James Kaye, who was very impressive here in a Toyota in 1994. Sharing with Warwick in the Australian Grand Prix-sponsored car is, of course, Peter Brock. Brock is driving as well as he has ever done, has plenty of FWD experience from his Volvo ride last season and is as keen as ever to win his 10th Great Race. Say no more ... - PHIL BRANAGAN

ne of the biggest suppliers of flow ers in Sweden will be coming to the AMP Bathurst 1000. With him will come an armada of Swedish media, including a television crew. But the reason has nothing to do with the flower business; it had everything to do with Rickard Rydell's 'weekend' job. Over the past few years the 30-yearold from Stockholm has become one of THE fast men in the British Touring Car Championship and, as a result, has become very big in his homeland. "The series is very popular in Sweden," he said from Europe last week. "Every race is shown here in prime time and between 'Six and 10 percent of the population tune in to watch it." For Rydell his Bathurst appearance this year comes three years'after he was supposed to drive there. "I was going to drive for the Holden Team," he says. "I couldn't make it to Sandown (his first child was due that week) and I got a phone call afterwards saying I wasn't needed for Bathurst." The reason was because his Sandown fill-in was a touring car rookie named Craig Lowndes, who did rather well ... Despite swapping his race-winning 1997 Volvo S40 for a year-old 850, the BTCC 'qualifying king' - he took 13 pole positions in 1995 - is confident that the older car will be up to the job of winning. "We made a lot of changes at the end of 1995, and the car is much better," he said. "With a co-driver like Jim Richards, who has won the race five times, I will be in a very good position. "The track is one of the best in the world and everyone will be trying 100 per cent to win the event. I'm really looking forward to it."

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26SepMerm/

Master Racer The most technically advanced car in the Super Touringfield is arguably Audi’sfour-wheel-drive A4. TONY GLYNN visited BradJones Racing’s Albury workshopfor a closer look at the car:

udi won everything there was to win in Super Touring in 1996. The British, German and World Cup titles all went the way of the four circles and, in Australia, Brad and Kim Jones’ team took out the drivers, manufacturers and teams prizes. Now, with the opportunity to win the biggest prize in the country the Orix Audi Sport team is going Bathurst in a confident, but not cocky mood. At the team’s Albury headquar ters Kim Jones is putting the team’s A4 quattro race cars through a thorough preparation for the Great Race. With a current engine life of 2000km in sprint racing configura tion, Bathurst durability is not an area of concern for the two 2-litre, four-wheel-drive cars. “And, when it comes to testing to determine ultimate component iife, Audi always tests to 3000km, so the Bathurst 1000 is hardiy going to be a problem,” said Kim Jones, crew chief for the Alburybased importer team, which is , now enjoying its third season of competition with the German rocketships. “I know the engines used by Renault are said to have a life of oniy 250km in British Touring Car Championship form, so they will obviously have to look at major

changes for this race that we don’t have to deal with.” Engine-wise, the team is primar ily focusing on its engine mapping program to further refine the inline DOHC four-cylinder’s economical consumption of fuel. With an 80-litre fuel cell on board, Jones is anticipating four fuel stops, a strategy which equates to traditional Bathurst experience with bigger-engined vehicles. “We really won’t know the specifics of the fuel economy until we go up there to do some seri ous testing,” Jones explained. “We’ve done a little bit of testing there, but not in the complete con figuration we’ll be wanting to run in. “From the recent test day, Bradley’s fastest lap was, I think, about a second faster than the fastest BMW and, while I couldn’t estimate what the actual fastest times will be in October, I believe that we will be in the top ten with both our cars. “This will be a very, very long race and our cars will be quick over the full distance and be capa ble of matching the performance of the internationals. “But, when it comes to the pit stops at Bathurst, you’il know which cars have the most outright horsepower, as they’ll be the ones going the least distance.

(

“An advantage for us will be the fact that we wear the four tyres at an even rate and less dramatically than the rear-wheel-drive BMWs and the other front-wheel-drive cars, which have trouble making tyres last 60km.” Jones is not considering running different compound Dunlop rubber on either side of the A4, a common set-up adopted by many front-run ning teams in the past to maximise performance at the predominantly left-hand, tyre-friendly Bathurst circult. “Dunlop has a very long history of involvement with the circuit and sent an engineer out for the test day to gather the necessary infor mation. I’m sure they’ll come up with a tyre that will do the job,” Jones stated. “Dunlop is not building a new construction tyre for Bathurst, but we probably have five, or six, com pounds to choose from and we are working on an intermediate tyre that I believe will be an advantage. “When everyone else is on a full wet, we can go out on an interme diate and still be fully competitive. “So, when there’s a gambling Continued next page MAN IN CHARGE: Team manager Kim Jones with one of the mighty Audifour-cylinder engines at his impressive Alburyfacility.

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26 September W9/

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Continued from previous page element there, we can use that ele ment to our advantage as the quattro has so much more grip in the wet than the other cars - but I defi nitely won’t be sending them out on slicks when it’s pouring with rain! “We only have one cut of full wet, which is basically what is called a monsoon tyre. “You see, the Audi is unique, because in a sprint situation it’s either got to be very, very wet, or you’d run a slick if it looked like it was going to dry, as our cars will make a slick work before anyone else will.” The Audi factory in Germany has accumulated a substantial pool of knowledge from its successful endurance racing experiences at. the Spa 24 Hour race during recent years with the Audi 80 model and that knowledge has been translat ed into a rock-solid vehicle specifi cation that augurs well for the cur rent A4 quattro’s prospects at the Mount Panorama enduro. As a consequence, specific development for the local 1000km event by the Jones brothers is real ly only concerned with Australianising the brake system, which has already proven the worth of its increased master cylinder capacity during the last four races of the current local championship series. “In a sprint configuration, we run smaller pads and discs,” Jones explained. “The same diameter units with the same swept volume will be retained, but given the extra time and distance that thpy’ll be on the car, the brake pads^will be a lit tle thicker than the usual 16mm for sprint racing and enjoy some extra cooling. “Audi has a relationship with Alcon and we will continue to run their discs, though the configura tion will be changed to suit the endurance situation. “While I won’t comment on which pads we will be running and whether we can do the race with out a pad change, I can say that the six-spot calipers front and rear will be bigger to accommodate the thicker, 25mm brake pad material, which is something Audi has used in the past, though not with this particular model.

“Our cars will he

ADVANCED ENGINEERING: Two ofithe more unusual design aspects of the A4 are the front undertray (above), which has no fewer than 15 ducts to control airflow, and the rear diff housing (right) with its alternator and power steering pump - the latter not fitted here - running off drivebelts on either side. (Photos by Tony Glynn)

“With the testing that we’ve done, pad taper is not a problem at all and, with the temperatures we’re running at, we’ve yet to experience a problem. “But, then again, we won’t really know until we get back to Bathurst again, as we’re running a different configuration now from when we participated in the test day.” Ducted cooling to the rear brakes and rear-end is an obvious change from the Audi’s sprint con figuration, air now being oollected from underneath the floorpan and directed to the brake rotors and dif ferential, which also drives the alternator and power steering oil pump from nose-mounted pulleys. ‘These little cars are so aerody namic now that, unless you point the air somewhere, it all just runs Jones away. explained. “But we’ve tested our modifications and we know the sys tem works.” The normally aspirat ed, fuel injected 315 horsepower powerplants do not reflect any obvious level of Jones input, externally or internally, the long-

quick over the full distance and he

capable of matching the internationals.

lived, potent units being purchased second-hand from the factory and refurbished as required at the team’s superbly equipped Albury facility. With a staff of 15 and the ability to literally do everything in-house, it’s apparent that this team could happily become involved in serious local engine development. “But you’ve got to remember that we are not the best-funded Audi team anywhere in the world,” Jones explained “and, that being the case, we’re careful about where we spend a dollar. “So, while I believe that the peo ple we have working for us can do whatever the Germans can do, everything to do with the Audi operation is so expensive and the cost of spare parts is prohibitive in fact, the cost is so horrific that

we don’t run with some spare parts on hand. “For the Bathurst outing, there fore, the factory is sending us out some componentry, technicians, engineers and mechanics to guar antee that we can go for the best possible result. “We don’t expect any durability problems, though, as the worst pos sible scenario for Audi is to have a mechanical failure and, therefore, they build componentry to last. “When we copped a weight penalty, we didn’t have componen try failure, but I’m sure that if you put 30 kilos in a Renault you’d have componentry break, as the design is right on the edge, where as we’re a bit on the positive side.” Bathurst ratios for the sequen tial six-speed gearbox were deter mined by last year’s Bathurst per-

formance and the recent test out ing, the sprint racing diff ratio being retained. “We go to Bathurst basically in a sprint configuration and we’re not winding things down to make them last longer,” Jones said. The race times will surely be a little slower, as we’re running 80 litres of fuel, which you’d never run in a sprint race - if we were run ning a sprint event at Bathurst, we’d carry 20-30 litres. “Remember, it’s only a two-litre car and the weight of the extra fuel you’re dragging around is a very real consideration.” Determining the valving for the double adjustable Koni coil-over shock absorbers - the factory also has remote Ohiins, but they are reserved for higher-level teams and the relevant spring rates was a relatively straightforward exercise, as the Audi comes standard with the 80-litre tank required for the endurance event and Brad tested with a full tank. Unofficial and official practice for the October event will merely provide the opportunity for some finer tuning in the suspension department, as the Jones boys are currently very comfortable with their pre-race set-up. 'The balance of our car is very good, but a two-wheei-drive car will be affected by the fuel load a lot more than ours, as they don’t usu ally have that much weight in the back,” Kim stated. “We’ve run the Konis for three years and that’s where we have all our experience. Koni in Australia, through Toperformance, look after us very well and, touch wood, we haven’t had a failure yet. “If there was anything that you could possibly consider to be a weak link in the package, it could possibly be a driveshaft, but not at Bathurst. “The only time that we’ve had that sort of problem was on a very tight and twisty circuit; we’ve only ever had one and you’ve got to remember that we run our compo nentry a lot longer than the factory runs theirs. “The factory is serious about a long life for its componentry - for example, the tailshaft is carbon fibre and costs $14,000 and I wouldn’t think that could fail, unlike the conventional componentry on some of the other marques. “So, given the proven durability of the Audi, the level of factory support, the experience and exper tise of the team here at Albury and the driver combinations we have for October, I think we’ve got the package that it takes to win Bathurst - and it will be very grati fying, if we do have that little bit of required luck, to actually do it." ■

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26September 1997

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ACTION MAN: The authorfound the works BMWfree ofhad habits and the sequential gearbox an absolute delight to use. (Photos by Dirk Klynsmith)

Smooth sailing in the factory Bimmer

allala, sunny day, Diet Coke BMW waiting to be driven fast. Sound like fun? Invitations to sample a factory team race car don’t come that often, so it was with considerable enthusiasm that Motorsport News turned up at South Australia’s pre event practice day for some laps in the team’s spare. The car in question is Geoff Brabham’s 1996 race car, an exBigazzi team ’95 race car upgraded to 1996 specification by the BMW Australia team. With the team’s current ’97-spec race cars making a reputed 30 horsepower gain, the older car is confined to corporate ride duties and such. And, in this case, a Motorsport News track test. In most respects the car is very similar to the newer cars - includ ing use of the excellent Holinger sequential gearbox. With regular drivers Morris and Brabham well into their day’s test ing work, BMW’s third driver Craig Baird was designated to show us the ropes, with a couple of passen ger seat laps in the car. He was as new to Mallala as we were to the BMW, but still threw the thing around with some gusto, bouncing across the kerbs through the Mallala esses. The car coped with this treatment remarkably well. Despite exhibiting very little body roll, it absorbed the kerbs with no fuss. A well-developed suspension pack age. The final drive ratio was not per fect for this circuit - Baird just grab bing sixth briefly on the long back straight - but the engine pulled smoothly without missing a beat up to its 8500rpm limiter. The gearchanges were as snappy as you’ve seen on the in-car cameras and the car appeared to go exactly where you point it. / We’ll see. My turn. A comfortable seat and six-point

Diet Coke BMW is Australians Super Tourerfactory team. Since being reclaimedfrom private ownership by BMW late last year, it has taken onfull factory” status. That means direct lines to Munich, direct inputfrom Munich, some key stafffrom Munich. All but one ofthefactory team entriesfor the AMP 1000 will come in by plane. But the BMWfactory team will drive downfrom Queensland... What better way to experience a Super Tourerfirst hand than in afactory car. CHRIS LAMBDEN was thefortunate one: harness add to the security and, trate wholly on positioning the car, with the lock-out mechanism for braking, turning, accelerating - ie the basics. neutral explained, away we go. There is no need for big revs; As you’d expect, compared to a the clutch engages smoothly and 1350kg V8, the 1030kg BMW is nimble and responsive, and fairly the car eases down pit lane. Just pull the lever back to go up neutral. the gears, forward to go down, and Through Mallala’s tricky fourth if you happen to forget where you gear turn one right-hand flick it are, or more specifically which gear turns in with hardly a tweak of the you’re in, there’s a digital read-out steering wheel and, right in the mid directly in front of you on the dash. dle of the power band, will drift Also, right at the top edge of the through the mid-corner bump with dash, is the red light (set to flash at the tail nicely in line or hanging out 8450rpm I am told) which lets you - the degree governed simply by know it is time to change up. At this early stage, I have to report that the sequential gearbox is all you have ever dreamed of. While there is a definite knack and talent for using the ubiquitous “gate-style” gearbox, as per our V8 race cars, there are also the conse quences of a missed change-down, wrong gear selection and so on. How -many times have you heard a driyer emerging from a damaged T car, embedded in the barriers, to say “I missed a gear...” The sequential box takes that cloud away, from the top pro driver right down to the beginner. For the purposes of this brief test, it makes it fun! With the gearbox issue removed, the driver can concen-

the amount of throttle. On the slower hairpins, howev er, correct entry speed is important. Too fast and you risk understeer that, without the torque of a V8 to partially rescue the situation, you can’t power out of and therefore have to live with. It costs time. Oh, and did I forget to mention the left-hand-drive? It’s actually not the problem you might think. Just once did this driver “forgef that he was on the other side of the car that, of course, was on Mallala’s fast main-straight kink which, on

AT SPEED: Lambden puts the BMW rhmugh irs-pann at MaHala.

this particular lap, was cut rather severely, leaving a sprinkling of gravel on the road. Hope they didn’t see that... Fifteen laps in the Diet Coke BMW is not heavy work. You don’t need me to tell you that it is a wellengineered car; nothing nasty hap pens; nothing lets go in a hurry; the well-developed 1996cc engine sim ply screams its way to 8500rpm _ without fuss. You are simply left to do what you are there for - drive it as fast as you can, or feel comfortable doing. The obvious conclusion with this Super Tourer - and you can assume it applies to the 4WD and front-drive cars - is that precision pays. The successful team at Mount Panorama will be the one whose drivers get every one of the 300odd horsepower onto the road with minimal wastage. Smooth, flowing lines; clean, fast comer exits. That might well include some kerb-hopping (shortest distance between two points is a straight line), but it will still be smooth. Keep it clean, boys, keep it clean... n

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26SeptemkfW7

The Peter Brock Story - Part 8

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Mountain

Bathurst Years - 1969-1981 He came, he saw and he conquered. Again and again. DAVID HASSALL takes us through the love affair with Mount Panorama as The Peter Brock Story continues:

n motor racing circles 1966 is remembered as the year the lit tle Minis dominated the Gallaher 500, taking the first nine places outright, but their vic tory wasn't the only point of histori cal significance. Watching the race from the spectator enclosure at the top of Mount Panorama that day was a short-haired young man who had driven up from an army base to watch his first Bathurst race. Peter Brock had seen many motor races before, but was captivated by this particular one. The Bathurst endurance race wasn't the glittering production it is today. For a start, the cars were practically straight off the show room floor and there were only two V8s in the 55-car field. Nevertheless, the race was becoming a focal point of both motor racing and sports followers alike. "Given a clear road, I don't think It was the first, and last, time that Peter watched the race from there is any single key to a good the top of the mountain with the lap there. You just have to keep it all rolling along and drive really thousands of car-mad racing devo smoothly with a swoopy sort of tees, but it left an indelible impres sion. He just had to get out there action. If you miscue anywhere and lose that momentum, you himself. That's all there was to it. "I remember standing on the top know you've blown a good lap of the mountain looking down on because you can't make it up this incredible track thinking, 'How again." good is this?' The cars would dis appear into the twisty section and the middle 1969, had been racingofonly 18Peter months a few seconds iater appear again By and couldn't believe it when Harry shooting down Conrod at top Firth asked him to drive for the speed. I'd never experienced any Holden Dealer Team. It was a thing like it before. "I watched them climbing up dream come true - not only to be racing at Bathurst finally, but in a through Reid Park, which was pret ty good, but McPhillamy Park was factory-supported Holden to boot! Bathurst in 1969 was still run something else. Watching the cars coming over that blind brow on the ning to the 'showroom stock' rules limit and whistling through towards and the big 5.7-litre Monaro was Skyline was great to watch. To quite a handful, even for the likes actually I do it in a'car, though, is of Peter's experienced co-driver, Des West. The heavy machines fantastic." Remarkable as it may seem, only had rudimentary disc/drum Peter has never lost that enormous brakes and Harry not only passion for the place and The ordered his drivers to use them Great Race. One can't help but feel as little as possible, but showed that this constant enthusiasm for them how to drive the cars in just his job is at least partly responsible that fashion. Despite having little experience for his outstanding success there. "I never get sick of Bathurst," he of the car and none of the circuit, Peter settled into the job during the said some years ago. "I look for ward to the race every year. One race and, as the quicker Falcon of the great challenges is that you GTHOs ran into dire tyre troubles, very rarely get a good lap together Harry Firth's tactics began to bear there. A lot of the other tracks are fruit. By the end of the race, all fairly repetitious and you can put a three HDT cars were in the top six. Colin Bond/Tony Roberts won good lap together easily. At Bathurst you've got cars you have the race for the team while Des to pass in the wrong places and and Peter claimed third place in a accidents to avoid; all sorts of close finish, but split by the private things to cope with that make it Falcon entry of 1968 winner, Bruce McPhee. such a unique challenge. f

MOUNTAIN MAN: After making his Bathurst debut in 1969 at the wheel of a Monaro (below), Peter went on to nine victo ries, including his first with an XUl in 1972 (above) and the dominant 1979 performance in the A9X (left).

At one point of the race, Peter co-driver broke a valve." Harry entered only two XUIs for found himself in the lead, but typi cally told himself to play it cool with the 1971 race and acknowledged such a long way to go. "I was very Peter's greater stature in the team by allowing him to drive solo for the much the junior of the entire opera tion and there was no way I was first time. Peter rewarded his going to do something stupid and boss's confidence by qualifying blow my chances. I'd been told to higher than Colin - but that was drive at a certain speed and in a only good enough for tenth place certain way and whatever Harry on the grid, some 7.4 seconds said was gospel. As far as 1 was slower than Allan Moffat's factory concerned, Harry knew everything Phase Three GTHO Falcon. and whatever he said to do is what The race itself was a straight forward affair. Moffat simply I did". As it was, the car was struck by crushed the opposition and drove a strange misfire for the second away to win by a lap while Peter, half of the race, but third place was after leading his class handsomely, dropped back in the latter stages still a marvellous debut perfor mance and no doubt cemented his because of a punctured fuel tank. Colin salvaged a class win for place in the team. HDT. Harry Firth's answer to the For the foilowing year,Torana Harry Phase Three GTHO was a bigger, switched to the smaller 3.3-litre engine, wider Globe mag XUIs with their three-litre, six-cylin der engines. Peter had worked wheels and Dunlop slicks for the closely on the project, but was still XUl in 1972. The performance the number two driver to Bond and improvement was staggering. was partnered at Bathurst by Peter qualified eight seconds faster another young up-and-comer. Bob than he had the previous year and found himseif fifth on the grid and Morris. The Toranas, however, were not that much slower than the four not quite a match for the improved Falcons ahead of him. The race started in dreadfully Falcons and, although Colin and Peter ran as high as second and wet conditions and Harry supplied third, engine problems dropped Peter's car with hand-grooved them out of contention. Duniops to cope with the condi "All the Torana drivers knew tions, which they did to perfection. that, if you went over 5800 rpm The tyres were good enough in the down the straight, the valve train wet and, being intermediates, were wasn't going to last. There was a durabie enough when it dried out small machining imperfection, to last through to the scheduled pit which was easily overcome later, stops. but which we had to live with at Peter cut through a number of Bathurst. Anyway, we lost a lot of Falcons in the early laps and slot time repiacing the head when my ted into second place, pressing

Moffat hard everywhere across the top of the mountain without actual ly being able to pass. On lap 28, however, the constant pressure took its toll on Moffat and the Falcon spun to a stop - right alongside Colin's destroyed Torana, which he had rolled on lap three. It was plain sailing for Peter from that moment on, not even a one-minute penalty for allegedly starting his engine before the refu elling was completed at his second stop being enough to let the oppo sition in. The winning margin was almost a lap and a half. The waswho an had enormous thrillvictory for Peter, set his sights on the race since that 1966 event and he was richly rewarded by a pat on the back from the nor mally reserved Harry Firth. It was for a difficult job well done. "For the first few laps I just couldn't see," said Peter in the post-race interview. "I could only see the stop lights when the cars braked for comers. I was following Moffat and had to rely on his brake lights and my memory of the circuit to figure out where to go. I couidnl have picked anyone better to fol low, though - he's dead safe. I did n't have to worry about him at all, I knew that he knew what he was doing". Despite the fact that he was only about a metre behind Moffat when he finally spun, Peter recalls that the hairiest moment of the day was the parade lap after the race; "That was a bit frightening actually because the crowd was all over the

33 Johnson had been uncatchable with his Falcon until he hit a rock and crashed into the wall. "The funny thing is that I hit the same damn rock! Only it didn't can non me into the fence. It really thumped the fuel tank, though, which left a huge dent in it. “After that, the car ran like a dream - but if Dick had kept going all day at the pace he was setting, well, we wouldn't have caught him."

track. If we had been forced to stop, they probably would have carried the c^r away or something and I think the situation is what made the organisers change the procedure in later years where we now drive into the back of the pits." The 1973 race with should pro vided Peter hishave second win, but he had to settle for second place in the end. Like so many such cases in motor racing, it was an unusual set of circumstances which prevented victory. For a start, metrication was adopted in Australia and the race was extended from 500 miles (800km) to 1000km, thus necessi tating the return of co-drivers. Firth co-opted veteran Doug Chivas to handle the middle shift for Peter. Fuel consumption also became a vital factor. If the Toranas could get maximum economy, they would require only three stops compared to the Falcons' four. That desire became a vital factor when Firth instructed Chivas to go for maximum laps in what was then the leading car - and he ran out down Conrod. Chivas tried desperately to bump-start the car one more time just out of Murray's. It didn't work. The car wouldn't fire and the Torana ground to a halt at the crest of the hill before pit lane. Chivas was forced to push the car himself to the pit bay, which took an agonising couple of min utes, and caused his exhausted

fit super soft tyres on the left side of the car and hard ones on the made three in a row but for Peter and itJim Richards, right. The handling was really That any chance of a fourth in 1981 strange and I remember going over Skyline once almost backwards; I ended after only four laps. Running couldn't work it out. at the head of the field, Peter sud "We fitted a set of Dunlops after denly had an axle break - a faulty that, but we hadn't run them before one which happened to be in a bag and discovered they didn't have full of perfect examples. enough clearance from the shock In the rush to replace the axle, a absorbers. I went into the Dipper bolt in the Watts linkage was left and the rear end locked up - it was only finger-tight and this worked just like pulling on the hand-brake. loose soon after Peter had rejoined Eventually, I got back to the the race, which negated even a pits, climbed out of the car, told remote chance for a strong finish. Being so far behind, Jim them to fit a set of hard compound Bridgestones and got going again. Richards was given his only chance to drive flat-out and thor PERFECT POISE: Brock preparesfor battle at the wheel ofthe The car ran really well after that but we should have finished a lot oughly enjoyed the free rein. He 1979 HDT Torana (above) and wheeling the Gown-Hindhaugh better than fifth." had been an important factor in the L34 to victory in 1975(left). previous three wins - his intelligent eter's return to the Marlboro approach and smooth style making collapse and the loss in the pits and contributed greatly of the race lead. to victory. It was also a victory for PHolden Dealer Team, under the him an ideal partner for Peter, Peter screamed positive, but conservative, thinking direction of John Sheppard, result always bringing the car back in the back into the race and on Peter's part. ed in two crushing Bathurst victo- same condition it had been given. For 1982, however, Jim accept drove brilliantly to the "I went there thinking, 'I'm going ries in 1978 and 1979. He started from pole each time and led most ed a full-time drive with the BMW end, but it was an to win this race'. I was very confi impossible task to pull dent anil just cruised around in of the way for victory on both occa- team and Peter selected Larry back the three min- qualifying. I chose the same type sions. Perkins to fill the void. Larry's engi The 1979 race, however, was neering abilities also made him a utes lost in the pits of Bridgestones as I had the previ and he finally finished ous year, which were a bigger perhaps the most remarkable valuable asset to the team and he just 82 seconds diameter than Colin's. I also used a Bathurst win ever. It was devastat- slotted into the organisation per behind Moffat's lower diff ratio. fectly. ing. "As it transpired, it was a blessPeter took pole by an incredible Falcon Hardtop. "In 1975, though, I set my own The 1974 Hardie- rev limit and the car didn't give an two seconds, led Ferodo was an extraordinary race. ounce of trouble, not even a sniff of the first lap by a Peter qualified on pole from Colin diff oil. I just drove around fairly demoralising 3.4 and the two new V8-engined consen/atively." seconds, led every Torana L34s were five seconds The same approach looked like moment of the faster than the third qualifier. The working again in 1976 with the 1000 kilometres Holden V8s were in a class of their Team Brock L34. Peter was poised (even during his pit own and turned the race into an in second place behind Moffat's stops!), set a new equally one-sided affair. Until lap Falcon until he suddenly stopped lap record on the 118 ... mid-way down Conrod. It was very last lap, beat At that time, Peter was six - seemingly out of petrol, but Peter the second-placed that's right, six - laps ahead of the knew there was plenty left - it just car by a record six second-placed car. On that fateful wasn't being picked up from the laps and smashed his own race ing in disguise that Jim had to leave us. For a start, Jim was too record by almost five minutes. lap, however, a plume of smoke tank. burst out of the exhaust and Peter Still thinking that you couldn't "That was a perfect weekend; good not to have a regular lead headed for the pits, where the car coast into the pits after Doug just one of those races where drive and I was surprised that we was pushed into retirement. Chivas' 1973 experience, Peter everything goes like clockwork, held onto him as long as we did. But it was not from thrashing the decided to stop and attempt a Normally, I'd play it cool over the Then Bruce (Nowacki) got crook at car; quite the contrary: "Driving so repair on the spot. There was l^st laps, but the Torana was in the end of 1982 and Larry was a slowly was the actual problem - it something wrong with the pick-up such fantastic condition I thought natural to take his place in the wasn't fast at all. I could have gone in the tank, though, so Peter I'd prove it to everyone with an workshop - it just worked out very well." much faster than that. The problem climbed aboard again, expecting to extra fast lap. It also worked out very well on was that the carburettors weren't have to push the car into the pits. "Actually, I'd tried it the year properly synchronised, but it was As it happened he rolled over the before as well, but I got baulked in the track at Bathurst. Peter found only a problem on part throttle - crest easily - and made a mental the esses. Some poor bloke was himself with a winning car again in one of the carbies would run lean note to seek an explanation from coasting around, obviously figuring the SS Commodore and Larry was and that caused detonation in four Chivas some day! that no one would be honking at as smooth and careful as Jim had cylinders, which blew the top pis Despite losing seven laps, Peter that stage of the race, but I was! been in previous years. It was a ton rings out. That would never and Phil charged back aggressive- Anyway, there was no risk in 1979 revelation for most observers, but have happened if I was driving ly to get within one lap of the even- because the car was spot-on and I Peter knew Larry had that capabili hard. It was only that I was so tual winners. Bob Morris and John didn't rev it too hard up the moun- ty when he chose him. The association with Perkins damn far in front that I backed right Fitzpatrick, before a broken axle tain. Its across the top you can off..." dropped them down to an eventual really make up time with late brak- was incredibly successful, espe third. ing and I knew if I had any trouble I cially at Bathurst, bringing another y comparison, 1975 was com The story in 1977 was one of could coast down to the finish from hat-trick of victories - from 1982 to pletely trouble-free and result wrong tyres. Peter took pole with there. I just didn't want anyone 1984 - for the MHDT. For Peter ed in a two-lap victory. It was the the Bill Patterson A9X from Bond saying I was nursing the car Brock, that made it six wins in seven years; no wonder he was highlight of a marvellous privateer and Moffat in their factory-backed because it really was perfect." Having taken over the MHDT now known as the King of the year with the Gown-Hindhaugh Falcons and stormed into the lead team and represented a defiant from the start before suddenly himself, Peter took a Commodore Mountain. to Bathurst for the first time in Next issue two-fingered gesture to his detrac dropping off the pace. tors. "Without my knowledge, the 1980, but he is the first to admit the Bathurst 1982-1996 The G-H crew worked brilliantly Bridgestone engineers decided to win was a little fortunate. Dick

^7 never get sick of Bathurst Ilookforward to the race every year... It is such a unique challenge.

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Villeneuv Report by JOE SAWARD

JACQUES Villeneuve took 10 points in the Austrian Grand Prix while Michael Schumacher made an uncharacteristic error and

BACK ON TRACK ... Jacques Villeneuve reduced Michael Schumacher’s title lead to Just one point with his slashing victory in Austria for Williams-Renault. (Photos by lat Digital) SURPRISE PACKET... The two Stewart-Fords were serious contenders, but chose the wrong strategy.

gave away the chance of a decent points score. Michael managed to salvage one point, but Villeneuve is now only one point behind with three races remaining - and Williams is ahead in the Constructors’ Championship. The Williams cause was helped by the third straight third placing for Heinz-Harald Frentzen, who moves up to third in the drivers’ champi onship. Second place was an excellent result for David Coulthard after qualifying only tenth. Jordan drivers Giancarlo Fisichella and Ralf Schumacher came through the take fourth and fifth ahead of Schumacher, whose progress was delayed by a stop-go penalty for passing under yellow flags. That gave Goodyear a clean sweep of the points placings after a strong showing by Bridgestone in qualify¬ ing and the first half of the race, including a very competitive outing for the Stewart-Fords of Rubens Barrichello and a revived Jan Magnussen. The star of the show, however. was FI new boy Jarno Tralli, who drove a brilliant race in the Frost to lead the first half, displaying a maturity beyond his years. One can only think that teams will be fighting over young Jamo in the weeks ahead...

Qualifying The old Osterreichring was one of the great circuits of the world with some of the best high-speed corners imaginable. It was always a high¬ light of the FI calendar; but that was 10 years ago.

SNAKE ATTACK... The Jordan-Peugeots struggled for speed, but somehow both finished in the points. This is the fourth-placed Fisichella.

- 71

The new circuit is much different, and it even has a different name, courtesy of local telephone company Al. Now it is called the A1 Ring. We arrived after 10 years away to discover it was not the same place at all. The grand old corners were gone, replaced by the modem stopgo kind of track. One simply had to forget the old days and get on with business. In fact many of the drivers were not as disappointed as they thought they were going to be, although only one, Gerhard Berger, had raced at the old Osterreichring and, being the local boy, he had to be diploraatic.

‘T think it is a good track for spec tators,” said Heinz-Harald Frentzen diplomatically. “It’s a very safe track,” said Jacques Villeneuve diplomatically. “The track is better than I expect ed,” said Michael Schumacher diplo matically. Some drivers said that they enjoyed bits of the new track but noone said it was a good track except Eddie Irvine and he always seems to have a different opinion from every one else, no matter what the subject. Mika Sale - bless him - said what he thought; “This used to be one of the best circuits in the world,” he comment ed, “but the changes that they have introduced means that it is unrecog nisable from the old Osterreichring. There are three decent comers, but the rest are first and second gear which stops you getting into any kind of rhythm and the track is so narrow I don’t think anybody ^vill be able to overtake in the race.”

The track was incrediblyfamiliari slippery throughout Thursday’s sation testing and Frida/s free prac tice and cars were regularly spin ning off. In such circumstances it is hard to judge w'hich tyre company was doing the best job, but that emerged on Saturday morning when Pedro Diniz set the fastest time. “I think I picked the wrong Arrows driver,” Eddie Jordan is reported to have muttered over lunch, mulling over his signing of Damon HUl. The Bridgestones looked very good indeed. They were using a new construction front tyre and this must have helped, but the tyres looked veiy competitive throughout, the Bridgestone runners able to use the softer tyres while most of the Goodyear men had to play safe and opt for the harder tyres. Only four men decided to risk the Goodyear soft tyres; Eddie Irvine. Johnny Herbert, Gianni Morbidelli and Jos Verstappen.

AUSTRIAN Gl>

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26SepMef199/

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SURPRISES... Mika Hakkinen took the lead with a great start from the front row (above), but it was Prosfs Jarno Trulli who dominated the first half'of the race (right). (Photos by LAT Digital and Zooom Photographic) To some extent the tyre perfor-. grabbed third but he held it for only mance in the race would depend on 20s before Jarno Trulli astounded how hot it was, but with the weather everyone by taking third in the in the Austrian mountains in mid- Prost spare car, which had been set September tending to be quite cool. up for Shinji Nakano. the Bridgestone men looked to be in n of the drivers set their fastest with a very good chance. In qualifying everyone knew that laps in the last two minutes of the best times would be set in the the session. It was very exciting. final minutes ofthe one-hour session We knew it was going to be and so no-one bothered to go out for tight,” said Jacques. “There were six the first 16 minutes. cars within a second this morning “With the lap limitations you and we thought we would be fightVilleneuve ing for fifth and sixth. have. Jacques “The track was better as the.temexplained, “you do not want to go out, particularly if you know you are perature rose so we could get some fighting for two-tenths of a second.’ heat in the tyres and I could attack. It was certainly close, thanks to I only barely got Mika. the short nature of the circuit and It is great to get pole and to do it the lack of any good comer to sort at the end of the session like that the men from the boys. In the end when you really have to go for it. there would be 14 drivers covered by Doing two laps like that right on the a single second on the grid. edge can be almost as tiring as a The serious runners did not actu- race.” ally appear until 40 minutes of the Frentzen in fourth position reeksession had gone when Villeneuve oned he might have done better but went fastest and was then immedi- for being held up in the weighing ately bumped back by Mika area and then having some electronHakkinen’s McLaren-Mercedes. ic glitches as he was setting off on Jan Magnussen showed that the his final runs. Hakkinen - who has still never Bridgestones must be taken seriously by setting the third quickest time had a pole position - was disapand then we were into the final mns pointed but at the same time was in a frantic last few minutes of the delighted to be on the front row of session with 20 cars on the track at the grid. the same time. “The time difference was so little With a minute and 10s to go. it is incredible,” Mika said. “I am not Villeneuve posted a lap just 0.094s too disappointed. I am on the front faster than Hakkinen. row. Ten seconds later Frentzen Continued next page

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3S 26September 1991

rubber that went down, y third consecutive everyone was reluctant to third place finish and run first. another four points to My first run was delayed go back into third place in the by a problem with our new Championship standings! I suppose I shouidn’t com \ braking system. Low battery voltage caused a malfuncplain about the way things i' ( tion in the computer and I went in Austria. Another podi had to be pushed back into um is always welcome, but thman-, i the garage to have every just like the last race in Italy, I thing checked. It took some was a little disappointed when I lost what would have time to re-set the system However, with the present day and I lost the chance to get the been second place to David Coulthard at the pit stop. safety thinking, it would be as best out of my second set of tyres, acceptable to F1 now as the old I ended up fourth on the grid. It In reality, I lost the place back behind Gerhard Berger's Benetton Nurburgring was before they re- could have been worse, just before the stops. I was far built it. y start wasn't bad, despite a To have kept the old track enough ahead of Coulthard to bit too much wheelspin on the have been able to stay ahead would have meant much bigger dirty side of the track, but with a run-off areas for which the organ when we stopped, but he closed in on me when I couldn’t find a way isers said they simply did not have one-stop strategy and a full fuel load up the hill as we went off the past Berger, who was a lap down the space. So, they took what they had, line, I found myself the meat in a and not being shown any blue cut off one end of the old track Stewart sandwich as they both flags... started behind me in a much It also allowed Schumacher to and made a much tighter and slower track that bears little rela lighter two-stop trim. close up on me. Jean Alesi and I would have been sixth at the tionship to the former track other Eddie Irvine had tangled, which brought out the yellow flags before than the same spectacular local end of the first lap, but just as it the corner. I slowed and, as you can imagine, was quite surprised when Schumacher overtook me on the inside! It turned out to be an expensive error on his part. He got a 10 sec ond stop-go penalty from the Stewards which was enough to Wimnna put him well down the field and out of con tention for a top three finish in the points. Points that he needed really badly f with Jacques heading for 10 more at the front of the field; points which might eventually cost him his chance of the title. With no Irvine around at the flag, and DECISIONS,DECISIONS: Heinz-Hamld tries to pick what he is going to wear today. both Jacques and I finishing in the top three places, it scenery of the Styrian country- came up, leader Mika Hakkinen was already pulling off the track has at least given the Williams side, with what I later learned was Everyone had said that the new team a useful 12 point lead in the Constructors' title. engine-problems. track would be too tight and unin There is no chance of me tak I was happy - it moved me up teresting, but it wasn’t as bad as I had imagined. It obviously wasn’t another place - but I couldn’t help ing better than third place in the standings with only three more as exciting and challenging as the feeling sorry for the guy whose old one, but it was still tricky to luck this year has been even more races to go, so I will be doing all I miserable than my own! drive and find a good lap time. can to help Jacques and the team take both series. As usual, the real problem was overtaking, so a good qualifying It's not a question of team paper. It looks liketitle, beingbut a close finish for the orders as some like to suggest. It’s lap and start was going to be On essential for a good result In the the Ferraris seem to have lost the a question of team common race. sense. It’s natural that I should edge they were showing a few races ago. With me to ride shot help him in the circumstances and gun for Jacques, it’s not going to I would expect Jacques to do the didn’t go badly me same for me if the situation was Things be easy for Michael to keep that until qualifying. Tyre for perfor reversed. mance was very sensitive at this one-point lead for much longer. track and while we knew that we This weekend, he could be the raced around the old would have to run the harder underdog at our home race at the Nurburgring. Obviously, It’s a race Oesterreichring circuit in Formula choice of rubber for the race, they I would dearly like to win myself, Vauxhall during my early days. It took several laps to come up to but we have to see the way it was an impressive track with 120 temperature and perform at their works out for me and for the title. best. The result meant only one or hp - it must have been something Even a second would be a nice else in an FI car with five or six two good laps per set of tyres and change... n times the power! with grip improving with the more

ot'ima

BATTLE: HHF holds offlnnne, Coulthard and Hill during Sunday’s Austrian GP. {Photo by iat Digital)

Continued from previous page “I think we were better here than we expected to be and that is good. “Of course I wanted to be on pole. I think being on the front row here is really important because whoever gets the lead will have a huge advantage.” David Coulthard struggled a little after an accident in the morning ses sion and was not happy with the balance of his car. He was 10th on the grid, despite being only seventenths down on pole. The big surprise was Trulli’s per formance because early in the ses sion, as everyone waited to see what he could do, his Mugen Honda VIO let go smokily. He was lucky to be able to roll dovm the hill back to the pits. “I took some risks,” he explained, “but I was prepared to take them because it would have been such a shame to have wasted the great work which the team has put in this weekend. The mechanics did a really great job switching the car to my settings in record time.” In the paddock everyone had to ask what might have happened if Jarno had been in his own car, rather than the spare. “The race car was better,” he explained, “so I could have done bet ter. I was very confident after the morning session and I knew I could possibly get pole.” Third place, in the circumstances, was an astounding job. Nakano was down in 16th on the grid although he was only 1.2s off the pole position time. Fifth and sixth on the grid were the two Stewart-Fords, which was more evidence that the Bridgestone tyres were a force to be reckoned with. The pair were split by twotenths, Barrichello being just ahead ofMagnussen. “This is a fantastic result,” said team boss Jackie Stewart. “It is just what the team needed after a diffi cult couple of months and a real shot in the arm with the last four races to come. “I believe it could have been even better as both boys were badly held up on what looked like being even quicker laps.” Seventh on the grid was another Bridgestone runner, Damon Hill, who reckoned a Jordan driver had cost him four-tenths of a second. “I am disappointed about that,” he admitted, “because the car felt much better than it had done untd then. I didn’t realise the full potential.” Diniz was back in 17th place and did not deserve to be. He had not one but two engine blow-ups in the course of the qualifying session. It was sufficient for Yamaha’s Project Leader Takaaki Kimura to make a public apology to Pedro. The Ferrari men were eighth and ninth with Irvine faster for the first time this season. It helped, of course, that Eddie was on the soft rubber while Michael was on hard tyres. Schumacher said that he would have been three or four places high er up on the grid if he had not been running out of petrol on his fastest lap. One can only wonder why he did not have enough ... The Jordans were not in the hunt in Austria, with Ralf Schumacher 11th and Giancarlo Fisichella 14th. Neither driver had any real com plaints and both felt that it was just a question of the car not suiting the track. Fisichella complained of traftie. Tw'elfth and 13th on the grid was not a good result for Sauber, given that the Swiss team had opted for the softer t}Tes. Herbert said he had made a mistake on his fastest lap while Morbidelli complained about gravel on the track.

If Jordan and Sauber were disap pointed, the morale at Benetton must have been dreadful with Alesi 15th on the grid and local hero Berger 18th. The team said that the team had been unable to get any heat into the Goodyear tyres. Down at the back was Ukyo Katayama in his Minardi, his team mate Tarso Marques having been thrown out of the meeting after his car was found to be underweight. The team explained that the prob lem had been caused by Tarso losing weight and the team not having checked this so as to add ballast to keep the car above the minimum weight limit. Frankly, it seems silly to have thrown Marques out of the race because the 3kg would not have put him on pole position. But, for this race at least, a rule is a rule for the FIA. Usually these things are nego tiable ... Last and least on the grid were the two Tyrrells, underpowered, unreliable and off the pace. On this occasion Jos Verstappen was faster than Mika Sale.

Race-71 laps After qualifying there had been much talk about whether or not overtaking would be possible in the race and, as everyone would proba bly be going for one stop, this was an important question. “If you go off the line,” Hakkinen said, “you will not recover for half a lap because eveiything sticks to the tyre and you lose the grip. It is easy to make mistakes on this track.” The warm-up saw Hakkinen and Trulli the men to beat, although it seemed that not everyone was show ing their hands as the two WilliamsRenaults were down in 12th and 13th places. There were no dramas until the end of the parade lap, when Austrian fans groaned as Berger came into the pits as the grid was forming up. “I had a signal on the dashboard and I came in for a check. The team told me to go and so I started from the pitlane.” Gerhard accelerated away at the tail of the field and immediately spun off as his tyres were not warm enough. It was not a great start to his home event. Jacques Villeneuve should have got away well. He was in the shade of the gi-andstand, which, in theory, would mean that none of the oils in the road would be brought out by the sun, giving the men on the left side of the grid an advantage. In fact he made a poor start. “It was a very average start,” admitted Jacques later. “I let the clutch go too quickly and I got a lot of wheelspin so I lifted the throttle and then accelerated again. Hakkinen got by me and Trulli was alongside me in the braking area.” Jarno went ahead Jacques was left to keep theand two .Stewarts behind him. It was not easy. “The tyres seemed to take a bit more time to heat up than the Bridgestones,” Jacques said, “and so Barrichello got past me.” This happened in the Gosser Kur\'e (the old Bosch Kurve) and for the rest of that first lap Jacques struggled to keep Magnussen behind as he slid about. As the tempera tures came up, however, Jacques was able to push a httle harder and get away. At the end of the first lap, though, the timesheets flashed up the name Trulli. Hakkinen had suddenly slowed as he went into the shadow of the grandstand and pulled up on the grass opposite the pits with an engine problem. In the course of the first nine laps

AUSTRIAN GR

26September im

heavier Prost. The Jordan then pit ted but by then Villeneuve was nearly six seconds ahead. He would never be headed. Trulli dropped back into the clutches of Coulthard but it is unlikely that David would have been able to pass him. In the end he did not need to because on lap 59 Trulli’s Mugen Honda engine blew, spra}dng oil all over Coulthard.

STRUGGLERS... Both the Ferrari and Benetton teams were off the pace. This is Schumacher and Aiesi. Trulli drove like a veteran, setting nine consecutive fastest laps. It was a textbook example for every racing driver. One should go quicker as the fuel load lightens. Some foolish people in the paddock say that Trulli has been a dis appointment this year with Prost, but one must remember that here is a man in only his 14th Grand Prix, who has done only one and a half seasons in single-seater racer, and he was driving away from the best racing drivers in the world. By lap 24 Jamo had built a gap of 10.8s and looked to have everything under control. He did. “The gap over second place got bigger with every lap and whenever I saw from my pitboard that I had only pulled a tenth of a second clear,

I gave it a bit more the following lap. “Psychologically, I wanted the oth ers to see that there was more to come if 1 wanted.” On lap 24 Villeneuve finally man aged to overtake a sliding Barrichello going into the Gosser Kurve, after pressuring the Stewart driver for 1,5 laps. Jacques immediately began to pull away, setting four fastest laps as he cut back Trulli’s lead. In fact Jamo had a problem. “I started to sense that there was a problem with the engine,” he reported. “That changed the situa tion and from then on it was a case of trying to hold on.” \\^en he pitted on lap 37, Trulli’s lead had been cut to less than four seconds.

Jacques was pushing so hard when 'Trulli went into the pits that he put a wheel onto the dirt at the first comer and gave himself a wor rying moment. In fact it was not Jacques’ fast laps which gave him the advantage, nor was it the Wilhams pitwork, for the Prost team was actu^ly quicker. The timesheets showed very clearly that Jarno h^id lost the advantage on his IN lap,'which was nearly two seconds slower than that of Villeneuve when he pitted on lap 40. Jamo was faster in the pitlane and their OUT laps were identical. Jacques came out just ahead of Trulli but Jarno had to cope with Fisichella - still out with a low fuel load apd trying to make up time. Giancarlo managed to overtake the

Trulli’s Prost teammate Shinji Nakano had blown up moments before while running 14th. He, too, had felt that all was not well with the engine. Jacques reeled off the remaining laps with plenty in hand. “When I saw David pushing I knew I could go into the 1mlIs if I needed to and could control him. “So I followed Gerhard. He has always been a difficult guy to lap, but after he was shown the blue flag he lifted ofiF and,in fact, I almost hit him because I did not expect him to do it on the straight. I started to push, basing my laps on those of David” Coulthard knew it and settled for second place. “I was pretty sure that he would be able to respond when 1 caught him up,” David reported. “On a track like this you have to be a lot quicker to be able to get ahead. “At the end I was more concerned about Heinz-Harald behind me because I thought Jacques was tak ing it easy and Heinz-Harald was looking very strong.” Frentzen had made a poor start and both Stewarts had blasted past him. He was then stuck behind Magnussen for the first part of the race. When the Stewarts pitted, HeinzHarald moved up to third but was held up by Berger - who was a lap Continued Page 39

BAT back on track THE much-discussed British American Tobacco Formula 1 project is apparently back on track after a couple of rocky weeks. It was rumoured that the money would be going to David Richards to support his efforts to take over the Benetton team, but these were apparently rather wide of the mark. There have, however, been problems between BAT and Reynard Racing Cars, Jacques Villeneuve and his manager Craig Pollock and their business associate Julian Jakoby over share holdings, but these appear to have been settled. It is yet to be decided whether they will take over the Minardi team or start the project from scratch. The decision will be based on the details hammered out for a completely new Concorde Agreement, which may not be completed for months. If it is decided that a takeover of Minardi is neces sary,the team will enter FI in 1998; if a new team is created it will not race until 1999. The for a plans Mecachrome engine deal seem to have faded and there is now the chance of a Ford deal, a logical choice given Reynard’s involvement with Ford in the BTCC and the Panoz sportscar program. -JOE SAWARD

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AUSTRIAN GP

26SeplmberW7

he A1-Ring was com pletely new to me, so I decided to drive up from my flat in Milan in my little Fiat, because on the map it looked like it would only be about three hours. It actually took five and a half! That was a bit of a cock-up, so my plane came to get me on Sunday night. A mate came on it to take the car back for me... I didn’t know what to expect of the place, iDut I think It’s a great little track. I think the first corner and the second corner could be speeded up a little bit, but over all It’s a good track, and there’s a nice atmosphere. It’s like a faster Hungary. , On paper it looked like a Ferrari track, with so many slow corners. On the first day I thought we were in trouble, but by Saturday morning’s final practice I thought we were looking good. The big question was whether to use the hard tyres, like most of the other Goodyear guys, or gamble on the softs. I did a race run with a lot of fuel on board and didn’t have any blisters with the softs, so I thought they were looking reasonably good. I thought that if we were to go on hard rub ber like everyone else we were going to get mur dered by so-andso and so-andso, and it was quite a long list! I fe!t that if we went on softs we’d quaiify a bit better, and then see how it went in the race. Unfortunately the higher temperatures put paid to that a little bit. I ended up in eighth, and I felt I didn’t make the most of the soft tyres. But the big thing was that I was ahead of Michael, although not by much. It’s the first time since Australia last year. I think he ran out of fuel on the last cor ner, though I don’t know whether it was a better lap or not. But it was very close. To be honest I thought we’d be on the first two rows, but there you go. It’s strange seeing him down in ninth two races running.

what people are saying who saw it on TV, he bounced onto my rear tyre and bounced over the top of me. I just saw the car go past and I thought the rear wheel was going to catch my helmet, but luckily enough it didn’t. The front sus pension was bent, the bodywork was badly damaged, and the rear suspension was dam aged where he landed on me. I had to head back to the pits to retire. Apparently he said I was a madman or something. He should watch a video before he starts opening his large mouth. If he wants to see a mad man he should look in the mirror!.

but look at Alesi and Berger, in 15th and 18th... ike Monza, I had to make Lsure I didn’t get involved in an accident with Michael at the start, but my start was atrocious anyway. The clutch was slipping and then it stuck, and the engine revs just dropped. I nearly stalled the car, and I was very lucky to get away. At the first corner I was trying to stay out of trouble, and I ended up in 10th, between Ralf

^%lesi should watch a video

before opening his large mouth. If wants to see a madman he should look in the mirror

Continued from Page 37 down - and was then passed under a yellow flag by Michael Schumacher. All this helped David Coulthard overtake him during the mid-race stops. Schumacher’s overtaking manoeu vre would ruin his race because the stewards, quite rightly, felt he should he penalised for overtaking under yellows and he was given a 10-second stop-go penalty. “I never saw it,” Michael said later. “The problem was that I was following two cars and fighting really hard. I think the flags should be made more visible and waved on both sides ofthe track.” In fact they were, as Michael’s incar camera proved conclusively after the event. Michael pitted after leading for a couple of laps and after all the stops were over was running third behind VOleneuve and 'Tralli. He was called in for his penalty on lap 50, coming in at the same time as Barrichello pitted for the second time. Rubens emerged slightly ahead. Michael pressured Rubens for the next 14 laps and finally the Brazilian cracked, sliding off into the gravel at the Rindt Kuiwe and demolishing his fi-ont wings. He was out. Schumacher went after Hill, who had moved up to sixth place when Trulli retired. Michael made swift work of his rival at the Remus Kurve on lap 70 and so managed to salvage a point. A point was something but it may be that when the season is done Michael will have to reflect that passing Frentzen under yellow flags in Austria cost him second or third place in the race and a useful hand ful of World Championship points.

Schumacher and Alesi. I just dropped back and took it easy basi cally. I let Ralf pull away because I thought if I stayed with him I’d do the tyresTn, So I tried to keep my tyre temperatures constant by just cruising. Alesi started to give me a hard time and so after 12 laps I started to push a little but more. But as soon as I started pushing that was it, the tyres were gone. In right hand corners I just couldn’t turn In because the rears would just go. Alesi and Fisichella both got past me and I was down to 12th place. In retrospect, I shouldn’t really have been on the soft tyres.

Eddie Irvine’^ race was disastrous as well. He made a poor start to run 10th and then began to ran into tyre troubles because of his choice of soft Goodyears. He slipped back to 15th and never made a pit stop because he and Jean Alesi collided on lap 38 at the Remus Kurve. Alesi’s car was launched over the wheel of the Ferrari and landed heavily on the road, breaking the suspension. Irvine wobbled round to the pits and retired there. Who was at fault? No-one really. Neither driver is known for his willingness to give way in such situations and so an irresistible force hit an immovable object ... which I suppose you would call a racing incident. Berger’s daypre-race was simply dreadful. After his problem and his first lap antic, Gerhard fluttered about with the small fry. He pitted on lap 32 but did not change tyres because, apparently, it was consid ered better to stay with the first set because the new ones took so long to heat up. = With or without a tyre change the P't stop was a cock-up as the fuel nozzle did not connect first time and Gerhard was three or four seconds slower than his rivals. At the end of the race his tyres were so shot to pieces that he went off at the last comer. He returned and managed to finish in 10th place. All in all, it had been a disastrous weekend for Benetton - from the race preview all the way fo the chequered flag... Jordan finished fourth and fifth, which was an amazing result given their qualifying form, largely thanks

but it was a tactical decision to try to put me up amongst the Williams guys. After a while, it started to get good again despite the fact that I had a big blister all the way round a rear tyre - the more laps I did it must have filled up with Bridgestone rubber or something! I started going quicker and quicker again, and I was battling with a few people as the pit stops started. Alesi went into the.pits and came out just in front of me. He was full of fuel and he braked down the inside at the second cor ner. I went round the outside of him. I was half a car length ahead and, from

to the retirements of others. Damon Hill finished seventh, which was a rather dull result. “The car was fantastic today,” Damon said, “it was really good through the comers but hopeless on acceleration - we just don’t have enough horsepower.” Pedro Diniz was more subtle - he is staying with the team next year after all - and complained of being held up in traffic. He retired with a shock absorber failure while running 13th. ! Sauber’s race was terminally bor ing and ended up with Herbert eighth and Morbidelli ninth. They started 12th and 13th and five cars ahead of them retired. The mathe matics speaks for itself Katayama dragged his Minardi home in 11th with nothing much to say about the race. Jos.Verstappen was the last mnning car in 12th, having pitted twice because of tyre problems caused by excessive oversteer, while Mika Sale did little better and retired with a gear selection problem. Neither Stewart made it to the fin ish, but the team had blown its chances by adopting a two-stop strat egy which meant that after looking very good in the early part of the race both Barrichello and Magnussen faded out ofcontention. Barrichello might have finished seventh if he had not gone off into a gravel trap under pressure from Michael Schumacher, while Jan Magnussen would have been a cou ple places behind if his engine had not blown up. And so the World Championship has closed up again and as we head off to Schumi’s home circuit there is everything to play for ... n

It’s Luxembourg next. I haven’t had much the luck at Nurburgring; I was punted off by Johnny Herbert in 1995 and by Olivier Panis last year. But until this year I hadn’t had much luck in Monaco, and this time I was third! I quite like the track. It’s good fun, it’s got nice corners, there are interesting cambers and hills. On paper it’s a Ferrari track, but then we thought Austria would have been as well. The grip leveis are different, but they are very similar sorts of circuit. But every track is difficult these days. FI is so competitive now; you’ve got a good car or you don’t - and ours isn’t that great at the moment. The mid-season form we had we seem to have lost, but we haven’t really changed anything. Maybe other people had got lost themselves, and have come back! Qualifying is the biggest problem for us right now... n

Grand Prix of Austria World Championship of Drivers, round 14 Zeitweg, Austria - September 21st, 1997 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Jacques Villeneuve, Williams-Renault FW19, 1h27m35,999s David Coulthard, McLaren-Mercedes MP4/12, 1h27m38,908s Heinz-Harald Frentzen, Williams-Renault FW19, 1h27m39,961s Giancarlo Fisichella, Jordan-Peugeot 197, 1 h27m48,126s Ralf Schumacher, Jordan-Peugeot 197,1 h28m07,858s Michael Schumacher, Ferrari F310B, 1h28m09,409s Damon Hill, Arrows-Yamaha A18,1h28m13,206s Johnny Herbert, Sauber-Petronas Cl6, 1h28m25,056s Gianni Morbidelli ,Sauber-Petronas Cl6, 1 h28m42,454s Gerhard Berger, Benetton-Renault B197,70 laps Ukyo Katayama, Minardi-Hart Ml97,69 laps Jos Verstappen, Tyrrell-Ford 025, 69 laps Pedro Diniz, Arrows-Yamaha A18, 67 laps, DNF Rubens Barrichello, Stewart-Ford SF1, 64 laps

Fastest Lap; Villeneuve, Lap 36,1 ml 1.814s Lap Leaders: Lap 1-37 Trulli; Lap 38-40 Villeneuve; Lap 41-42 Schumacher; Lap 43 Coulthard; Lap 44-71 Villeneuve Retirements: Lap 1 Lap 37 Lap 38 Lap 48 Lap 57 Lap 58 Lap 58 Lap 64 Lap 67

Mika Hakkinen, McLaren-Mercedes MP4/12, engine Jean Alesi, Benetton-Renault B197, accident Eddie Irvine, Ferrari F310B, accident Mika Salo, Tyrrell-Ford 025, gear selection Shinji Nakano, Prost-Mugen Honda JS45, engine Jan Magnussen, Stewart-Ford SF-1, engine Jarno Trulli, Prost-Mugen Honda JS45 Rubens Barrichello, Stewart-Ford SF1, crashed Pedro Diniz, Arrows-Yamaha A18, broken shock absorber

Drivers’ World Championship standings: 1 M.Schumacher 68; 2 Villeneuve 67; 3 Frentzen 31; 4 David Coulthard 30; 5 Alesi 28; 6 Berger 21; 7 Fisichella 20; 8 Irvine 18; 9 Panis 15; 10 Hakkinen and Herbert, 14; 12 R.Schumacher 13; 13 Hill 7; 14 Barrichello 6; 15 Wurz 4; 16 Trulli 3; 17 Salo and Nakano 2; 19 Larini 1 Constructors’ Championship: 1 Williams-Renault 98; 2 Ferrari 86; 3 Benetton-Renault 53;4 McLaren-Mercedes 44; 5 Jordan-Peugeot 33; 6 Prost-Mugen Honda 20; 7 Sauber-Petronas 15; 8 Arrows-Yamaha 7; 9 Stewart-Ford 6; 10 Tyrrell-Ford 2

KARTING

26SeplsrnbefW7

Courtney World Chump eiru Report

by EDWARD KRAUSE

pionship, defeating CRG team-mate and dual world Alessandro champion Manetti and former teammate and twice junior world champ Giorgio Pantano. PCR’s Andrea Belicchi

James Courtney has made history again, becoming the first took pole from defending Australian driver to win a champ Johnny Mislijevic, senior World Karting Pantano and Manetti by 0.8s. Manetti won the pre Championship. James won the 1995 Five final from pole, Rossi coming Continents Cup as a 15 year- from seventh to second and old and now, at 17, he is a then taking the lead early. Pantano came from fifth to dual world champion. Competing at the Salbris move into second and circuit in France, the Tony attacked Rossi relentlessly. Kart driver won the pre final before Manetti, who was sitand then took a comfortable ' ting just behind this pair, win in the final, defeating took second and tried for first Japanese driver Kusuke - but Rossi hung on to clinch Matsuura, the driver who his own place in history, Only Mike Wilson, with just beat him at the World Cup in Suzuka earlier this five world championships, has a better record than year. Rossi. James now joins Jan For the Australians, it was Magnusson as only the sec ond driver in the modern era a disappointing result. None of the remaining five to win both senior and junior Australians in Formula A world championships. made the final. After being quickest all week, James was half a sec In Super A, Ben Horstman ond faster than fellow became only the second Australian and CRG driver Australian to qualify for the Ryan Briscoe in the warm- World Championship final in up, these two leading the the elite class - the factory field. Birel driver, who switched to Then it rained for qualify- Atomik engines after suffer ing and James qualified ing reliability problems with 25th. Rotax this year, finished From a starting position of 16th, a creditable perfornine, he finished first, sec- mance, but not one which ond, and third (twice), an satisfied “Mully,” especially 11th his only blemish after a as he was one of the fastest series of first lap incidents, in practice) He was still the third including getting caught up in Briscoe’s seize. Dunlop runner in a category From a pre final position of dominated by Bridgestone, five, he fell back early and except for the winner, of course. then picked them off one at a time to win and then led In Formula A, Ryan from start to finish in the Briscoe was fast in practise, final, winning by about 200 but he too was stuck in a wet metres from Matsuura. qualifying session. He managed to qualify James will now move up to Super A at the North 28th, but tyre problems and American championships in a seize as a result of a rock in November, in preparation for the engine meant he had to a full assault on next year’s go through the repechage. He was up to second, but European and World cham his tyres were down to the pionships. In Super A, Danilo Rossi canvas and he fell back took his fourth world cham- wards, eventually retiring.

NOW HE’S A BIG KNOB ... James Courtney (right), phenomenal driving talent and unassuming double World Champion. Gary Dann qualified the best of the Australians in 24th but, like most of the vis itors, found the rougher style of racing hard to adapt to and he, too, had to go through the repechage. He was leading early, but

fell back to second before seizing. Nick Agland was having a consistent run in the Italcorse. He had a nasty accident on Tuesday practise, when he collected at full speed a kart

somebody left on the exit of a fast sweeper. Also a victim of the wet, he qualified 62nd - some consis tent top 15 results meant he only needed to finish in the top 15 for the final heat, only to be caught up in someone

else’s accident. The same happened on the roll-up for the repechage and his week end was over. David Clark and Joshua Pontello both had problematic weekends, neither making the repechage.

KARTING

26S^befM

Harper stars at Country final

Luke Harper handled the varying weather condi tions at Bendigo a fort night ago to star in the last round of the Country Circuit Series. Harper took three heat wins over Kenny Dean and Shaun Farnsworth in Junior National Light and also took out Junior National Heavy from Nathan Reeves and Mark Dennis.

Clubman Heavy saw a great battle between the win ner on the day, Clayton Sandow and opponent David Aldersley, leaving Phillip Bee to spectate in third place. Craig Arnett didn’t have things all his own way in Senior National Light, losing the first heat to Scott Ferguson but fighting back to win the next two heats

from Ferguson to take the points, with Marcel Fabris next home. Midgets driver Justin Cole, the younger of the Cole brothers, seems to improve at each outing, this time win ning from local driver Bradley Hicks and Benjamin McCashney. Clubman Over 40s saw Peter Hallett victorious by only a handful of points from

HAPPY CAMPER... A wet Craig Sudholz, Clubman Super Heavy victor. (Graeme Burns)

David Evans, while Rod Westbrook wasn’t too far away in third. Mt Gambier’s John Dankowski came through in the end, taking the win in a close Senior National Heavy contest. Next across the line was Aaron Berry from Mildura and third was Horsham’s Robin Dumesny. The eldpr Cole brother, Mark, won through in the Rookies after some close, clean racing. Second on the day was Tony D’Alberto, who finished

ahead of Ben Taylor. Clubman Super Heavy With the front positions saw some of the closest rac changing through the day in ing of the day, with only Junior Clubman, the final inches between the top few was all-important from a but Dale Sudhplz had the points standpoint. biggest smile aftertaking the Brad Sherwell made the win, while Michael Krieg most of his opportunity on made a slight mistake on the this occasion, Toby Pope set final lap going for the lead, tling for runner-up status, letting Scott Morrison take second and Krieg third. ahead of Ben Phillips, anoth er of the Mt Gambier crew. Last event on the progrEim was Clubman Medium and Scott Ferguson made the Matthew Crane was most trip from Mildura worth consistent up front, leaving while, taking the biggest tro Mark Hall and Elton Trelour phy in Clubman Light, ahead of a fairly happy Daniel to fight out the minor places. -GRAEME BURNS Rethus and Joe Ribera.

Oceania off!

The AKA has cancelled the Oceania Championships which were scheduled to run in November at the Go Kart Club of Victoria’s Todd Road circuit in Melbourne. A press release stated that the cancellation was due to “unresolved problems,” most notably conflicting major events in Paris and Manila on the same weekend. CEO Bob Edyvean said that, despite CIK President

Ernest Buser’s recent assur ances of numbers, the lack of interest from the major teams and the CIK pushing the other two events forced his hand. “It was a combination of many factors,” said Edyvean last Monday. “With the Elf Masters on and this Manila event, plus the fact that we haven’t received our supplementary regulations back yet, we have just run out of time.

We would have to approach sponsors and try and organise things and we have nothing to offer. We’ll try and organise it all for next year, probably in November again.” The date will now become the fifth round of the Australian CIK Series, but the Go Kart Club of Victoria has yet to confirm whether it will hold the event now that Oceania has gone, -EDWARD KRAUSE

WORLD CHAMPIONS 1995-1996-1997 AUSTRALIAN CHAMPIONS 1995-1996-1997 S

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Martin gets his fourth Report by MARTIN D CLARK

Mark Martin showed the competition - namely Jeff Gordon - last Sunday at the Dover Downs Speedway that he is still a serious contender for the Winston Cup title when he won from pole the MBNA 400 on the onemile concrete high banks in Delaware. Martin’s fourth win of the season and first at Dover cut Gordon’s advantage by 34 in the points chase and he now trails by 105 - Gordon had won the previous two fall races at Dover. “We had every car pretty well covered, except Kyle Petty and he was just whip ping us bad out there,” said Martin, “but Jack [Roush] took care of that in the fuel mileage department.” It was the first much-need ed 400 miler at Dover, the race being cut from it’s usual 500 mile marathon and the race time for the new format was three hours and 50 sec onds. That record will likely stand for a long while, as there was just one caution period at the track dubbed the ‘Monster Mile,’ after bit ing the best drivers.

Martin’s win netted him an extra $114,000 from UNOCAL 76 - the award had not been won since the Coca-Cola 600 by Gordon at Charlotte in May, the $7,600 offered each week being rolled over. With a sole yellow flag, the event came down to fuel and pit strategy, Martin able to stretch out his mileage on every stop by a lap or so and taking one less stop than most other competitors, his last stop coining on lap 296. Only two other drivers were able to get the full 400

laps without a final stop for fuel - second-placed Dale Earnhardt was some ten sec onds in arrears, while also stretching mileage was Bobby Labonte in the Gibbs Pontiac. “I feel great after this race, I remember every lap of it!” said Earnhardt with a wry smile, referring to all the media speculation after his recent health trouble. Martin led the first five tours before Gordon hit the front. Dale Jarrett following through also, dropping Mark to third before he charged

Jeff Gordon took his tenth victory of the sea son after the New Hampshire September 14 event effectively became a three-lap shootout fol lowing a final caution for Mike Skinner’s wreck. Gordon, with a misfunctioning radio, barely heard the call to pit on his final stop at lap 227 during a cau tion called when Hut Stricklin spun.

Ray Evernham, Gordon’s crew chief, gambled and only put in fuel, while Jeff’s laterace challenger Ernie Irvan took on two tyres and fuel and was thus second off pit road. As the track’s inner racing groove was covered in oil dry and rubber, Gordon elected to run in the higher second groove and held on to win. Had the race stayed green during the final 50 laps of

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62-64 Intrepid St Berwick 3806 Tel 03 9769 9666 Fax 03 9769 9555

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the one-mile flat-oval, Irvan would have been stronger on his fresher rubber - but the cautions played into (jordon’s hands and his worn t3rres held on. While earlier racing for tenth, Gordon was nudged wide by Geoff Bodine, Gordon returning the favour and Bodine spinning on lap 68 to air the first yellow. Terry Labonte, who used a provisional starting position, watched his hopes of a repeat title go up in smoke, his Kellogg’s Chevy erupting in Bud oneMoore of the Engineering, few remain ing teams still around since the beginning of NASCAR, is to return to racing at Charlotte on October 5 in the UAW-GM 500. Owner Moore will be in his 50th year of the sport in 1998 and the team is hope ful about putting together a sponsorship package for next season. Moore has 63 wins as a car owner - the team’s last effort was this year’s Daytona 500, but driver Larry Pearson was unable to make the field. Greg Sacks will pilot the car at Charlotte.

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Gordon running the high groove and punting Kyle wide to regain his deficit at one point - but Petty was incredibly strong on the lower groove and repassed Gordon, who wound up sev enth.

The only caution came about on lap 87, when Michael Waltrip cut a right rear tyre and impacted the turn one wall hard. Ricky Craven, running fifth at the time, was unfortunate enough to run into some of Waltrip’s flying debris and punctured his oil cooler.

Rusty Wallace has finished in the top five in this race four times consecutively, but only finished 16th this time. Winston Cup champ Terry Labonte came home 37th after slapping the wall and finishing 18 laps down. Final results: 1 Martin (Ford), 2 Earnhardt (Chevy), 3 Petty (Pontiac), 4 B Labonte (Pontiac), 5 Jarrett (Ford) 399 laps, 6 Rudd (Ford), 7 J Gordon (Chevy), 8 Elliott (Ford), 9 Irvan (Ford) 397 laps, 10 Mast(Ford) 396 laps. - MARTIN D CLARK

and Gordon his tenth

QUADRANT SUSPENSIONS

back and then on lap 16 in turn two, he went under Gordon for the top spot again. Martin headed the fray for 146 laps until Kyle Petty charged through on lap 162. Petty would lead 191 cir cuits (compared to'Mark’s 194j before being forced to stop for fuel for 3.2 seconds just 21 laps from the che quers, after holding a 16 sec ond lead over Martin. It was Petty’s dominance that left just four cars on the lead lap. Kyle lapped points leader Gordon on lap 62,

24 hour Information Fax Hotline 03 9728 8292

ASCAR has given the Pontiac teams a con cession on aerodynamics. Starting with the New Hampshire race, the Grand Prix sported a quarter inch taller rear spoiler and quar ter inch higher front air dam - the rear spoiler now mea sures six and half inches and the front is three and a half inches from the ground.

ill Elliott was the driver who tore up the old Atlanta Motor Speedway in construction equipment last March. Elliott became the first to record a lap on the new lay out on September 8 in his McDonald’s Ford. Elliott peeled off a lap of 185.791 mph on the new quad-oval, which is similar to Charlotte and Texas Motor Speedways - this compares with Robby

flames after heavy contact kept the loud pedal down with a sideways Sterling and Rusty clobbered the Marlin and the wall and inner wall hard to finish 21st. bringing out the yellows with Despite the view that it 36 tours remaining. Dale Jarrett looked strong was an own goal, Wallace in the closing stages as he later put the blame on muscled under Ricky Craven Stricklin. Final results: 1 J Gordon for fifth, but slipped in the treacherous turns and (Chev), 2 Irvan (Ford), 3 Craven went by to hold onto Hamilton (Pontiac), 4 Grissom (Chev), 5 Craven the position, his third top (Chev), 6 Jarrett (Ford), 7 five of the year. As the white flag uncoiled. Spencer (Ford), 8 Earnhardt Rusty Wallace put a block on ((Ihev), 9 Martin (Ford), 10 Stricklin for tenth place on Strickhn (Ford). - MARTIN D CLARK the front stretch, but Hut Irwin, driving a David Blair-owned Ford in preparation for next year with Robert Yates as Ernie Irvan’s replacement, has never competed at the venue, but he will race in the Truck By Martin D Clarl%.U5A NASCAR series event the same Gordon’s pole speed of weekend. 186.507 mph set in March. ' Motorsports Speedway Inc, the company c that owns and operates tracks in Charlotte, Bristol, Atlanta, Texas and Sonoma, has announced it is looking at two possible sites for a new facility in the Atlantic City, New Jersey, area. To most, this would seem a strange move, with Dover Downs Speedway being only 80 miles south of the proposed site and Dover already having two Winston Cup dates each year.

organ Shepherd was fired from the Jasper Motorsports Ford on September 8. Robert Pressley took the place of Shepherd at New Hampshire, making the field through a provisional start and finishing last after wrecking when something broke on the car. Kenny Martinsville Irwin four tested times at between September 8-17, leading up to the race on the half-mile flat track on September 28.

Kevin LePage was unsuc cessful in qualifying the LJ Racing Monte Carlo at New Hampshire - LePage is a regular competitor in Busch Grand National.

f Terry Labonte fails to win a race this year, he will go down as only the third dri ver since 1972 not to win a race the following year.

organ Shepherd announced last week that he will be back behind the wheel of Richard Jackson's Pontiac for the remainder of the season. Shepherd departed from the team after 13 events this year when the opera tion could not find sponsor ship - soon after, Jackson signed R&L Carriers as a primary backer through till the end of the 1998 season. Shepherd then drove for Jasper Motorsports until he was released following the Richmond event. Jerry Nadeau and Lance Hooper have both piloted the Jackson number one car during Shepherd’s absence.

/j^9®£SIJ)®I70

Dumesny launches new Monte

Max Dumesny and Ian Thomas unveiled the first of their three NASCAR Chevy Monte Carlos last weekend at Max Dumesny Motorsport’s new Melbourne super speedway base and retail speedway outlet in East Keilor. The Australian distributor for Hoosier racing tyres and an estab lished high-profile speedway equipment and spares supplier, Australian NASCAR champion Dumesny has decided to expand his Sydney-based retail interests and also set himself up in business in the country’s other mainstream motor racing centre, Melbourne. Operating out of the imposing ex-Tropic Coast Racing base at 41 Webber Parade, East Keilor, VIC 3033(phone; 03 9331 6477, fax; 03 9331 7444, mobile; 0416 050 611), Freddy Baker will be responsible for Dumesny’s new outlet. Max Dumesny Motorsport has the exclusive rights to Hoosier’s extensive range of speedway tyres, including those mandated for the extremely popular and successful Victorian SRA Max Dumesny Hoosier Series. At the well-attended launch for the upcoming 1997/98 Australian ACDelco Cup Championship Series, Dumesny and Thomas indi-

mBP STYLISH... Valvoline Chevrolet Monte Carlo of Max Dumesny looks positively splendid in its Mark Martin-style new clothes.(Tony Glynn pic) cated that all three of the Valvoline team’s Hutcherson-Pagan chassis Monte Carlos would run with the same sponsorship ^signage -

Valvoline, No Fear, Bright Eyes Sunglass Stores, Parker Hannifin, Revolution, Killer Loop, Protec Paints and ACDelco - though

Dumesny’s brand-new #5 will use John Sidney Racing engines, not the John Sheppard units powering the #2 Chevy of Thomas.

Dumesny’s crew chief will be Ian Vale, while Peter Sportelli will continue to look after Thomas. -TONY GLYNN

JSR gears u 1^.

John Sidney Racing is,in the final stages of its pre-season preparation for the Chevrolet Monte Carlos of reigning Australian NASCAR Champion Kim Jane and his rookie cousin, Rodney Jane. Kim’s handsome #27 Bob Jane TMarts/Goodyear Chevy ACDelco Cup Car, which has picked up additional support from Repco,has been fully rebuilt by Mike (Jenery in the JSR Clayton workshops. Kim has two brand-new race CHAMPIONS... John Sidney (left) and Mike Genery.(Tony Glynn pic)

VC, the home shopping TV channel, will not return as a sponsor on Geoff Bodine’s Mattel Motorsports Fords in 1998, it was announced on September 19.

eoff’s brother Brett is also encountering sponsorship problems, as Close Call phone card decals were peeled off his #11 Thunderbird at Dover and the company will not return in future races.

ASCAR Busch Grand National driver Buckshot Jones will enter eight Winston Cup events in 1998 with his cur rent BGN sponsor Aquafresh toothpaste.

BRETT BODINE(Martin D Clark)

ale Jarrett has now qualified in the top ten 22 times in the 26 races so far this year. - MARTIN D CLARK

engines allocated to his car, as does Rodney, though neither team will have access to the other’s powerplants. By the opening round, Rodney will have put in more than a full race season’s tally oflaps, the miles accumulated during winter practice in the old ex-Kim Jane Pontiac obviously paying dividends and Sidney now rating young Rodney as a formidable challenger. A sponsorship announcement for the currently silver-painted Rodney Jane Monte Carlo is imminent. - TONY GLYNN

NEW COLOURS FOR JIM AND FRANK ... NASCAR Pontiac team owner Frank Midgley and his gun driver, legendary Jim Richards, revealed their new sea son’s corporate colours last week at the Calder Park Thunderdome. If appearances are any guide, support from Pyroil Performance Products, Spartan Paints, No Fear and Bob Jane T-Marts is looking quite healthy and that should see Richards with the necessary grunt under the bonnet to seri ously campaign the spiffy Pontiac (right) this sum mer. (Thunder-Pics/Agfa)

WINSTON CUP RESUTTS Mark Martin, #6 Valvoline Ford Thundebird Dale Earnhardt, #3 GM Goodwrench Chev Monte Carlo

11. Jeff Burton, #99 Exide Batteries Ford Thundebird 12. Ken Schrader, #33 Skoal Bandit Chev Monte Carlo

3. 4 5.

Kyle Petty, #44 Mattel Hot Wheels Pontiac Grand Prix Bobby Labonte, #18 Interstate Batteries Pontiac GP Dale Jarrett, #88 Quality Care Ford Thundebird

13. Bobby Hamilton, #43 STP Pontiac Grand Prix 14. Geoff Bodine, #7 QVC Ford Thundebird

6. Ricky Rudd, #10 Tide Ford Thundebird 7. Jeff Gordon, #24 DuPont Auto Refinishes Chev 8. Bill Elliott, #94 McDonald’s Ford Thundebird 9. Ernie Irvan, #28 Texaco Havoline Ford Thundebird lOf Rick Mast, #75 Remington Arms Ford Thundebird

IS. John Andretti, #98 RCA Ford Thundebird 16. 17. 18. 19.

Rusty Wallace, # 2 Miller Lite Ford Thundebird Hut Stricklin, #8 Circuit City Ford Thundebird Dick Trickle, #90 Heilig-Meyers Ford Thundebird Mike Skinner, #31 Lowe's Chev Monte Carlo

20. Joe Nemechek, #42 BellSouth Chev Monte Carlo

■■/

Current Points After Round 26

MBNA 400 - Dover Downs, DE. Sept 21st, S997. I. 2.

I. 2.

Jeff Gordon Mark Martin

3. 4. 5. 6.

Dale Jarrett Jeff Burton Terry Labonte Dale Earnhardt

7. 8.

Bobby Labonte Bill Elliott

9. Ted Musgrave 10. Ricky Rudd

.3,938 .3,833 .3.754 .3.585 .3,384 .3,373 .3,250 .3.111 .2.980 .2,955

DRAG RACING

26 September 1991

ARMSTRONG SENSATION! There’s plenty of news at the moment, but none bigger than the break-up between Kenny Bernstein and crew chief Dale Armstrong. For more than 16 years, their ca'reers were so inextricably inter twined that earlier this year Car Craft Magazine named them both winners of the Ollie Award during the All-Star Drag Racing Team awards banquet. The Ollie is emblematic of one’s career-long contributions to the sport and, in the almost 30 year history of the award, it was the first time that two individuals received it at the same time. Just to give you an idea of the importance of the award, which many people consider the most prestigious the sport has to offer, previous winners include NHRA founder Wally Parks, along with legendary figures like the late Mickey Thompson, “Big Daddy” Don Garlits and numerous others. More recent winners include Don “The Snake” Prudhomme, Bill “Grumpy” Jenkins, Linda Vaughn, Shirley Muldowney, NHRA compe tition director Steve Gibbs and industry leaders like Bob Stange, founder of Strange Engineering. Bernstein released a three para graph statement about the split, going to some lengths to emphasize that Armstrong was neither fired or quit, but that the decision to part company had been mutual. He also praised Armstrong’s numerous contributions to the sport, openly stating that his numerous accomplishments as a driver had come about as the result of Armstrong’s innovative tuning concepts and engineering ideas. For the last year or so, Bernstein has actually had a trio of tuners making the calls for his Bud King dragster, but Armstrong always had the final say. Joining “Double A Dale” in work ing for Budweiser King Racing were Ray Alley and Bob Brooks. Alley used to own the old Engine Masters shop in Southern California and fielded Bernstein in a Funny Car back in the early ’70s, with their best effort netting a run ner-up spot at the Wintemationals in 1973. Brooks is the owner of AFT (Applied Friction Technologies), one of the leading manufacturers of clutch management systems and had used Bernstein’s car as a test bench for new products. While Alley remains on board. Brooks has departed. Bernstein’s relationship with Ai'mstrong goes back almost to the beginning of his days with Budweiser, making it one of the longest running such arrangements in drag racing. Bernstein’s cbntract with America’s largest brewer runs through the year 2000 and some people close to the team have sug gested that, if a renewal can be arranged, KB’s son Brandon, cur rently a mechanic working on the team, could take over as the driver.

Armstrong and King Kenny call it quits Stateside news from Jon Asher

SHOCK HISTORIC MOVE... Tuning legend “Double A Dale"Armstrong (right) will no longer be the Bud King linchpin. (Keirh Burgan pic) Bernstein, like Don Prudhomme before him, is extremely cognizant of“the age factor” and will probably voluntarily step aside before it’s suggested by his backers that he do so. More importantly, considering his accomplishments to date and what he may achieve during the next three years, he’s unlikely to have anything left to prove by that point and retirement from active driving might be just the thing to revitalize his enthusiasm for the sport. Along with more than 40 NHRA national event victories, Armstrong is responsible for Bernstein’s becoming the first driver to have won championships in two profes sional categories. They won four NHRA Winston Funny Car titles before last sea son’s Top Fuel championship - but, as impressive as that record may be, it was their shattering of the 300 mile per hour banier on March 20, 1992, that may earn them last ing fame, for we’re unlikely see another barrier with as much sig nificance broken in our lifetimes.

The most surprising aspect of the announcement was the news that Lee Beard was the new crew chief for the Bud King operation. Beard has most recently been turning the wrenches for Bruce Server’s Carquest operation, which many suggest is all but on the ropes due to financial difficulties. Beard was the tuner of the Cory McClenathan-driven, Joe Gibbsowned McDonald’s Racing fueller last year, but was dismissed by the former NFL Hall of Fame coach at the end of the season. The best finish Beard managed for Sarver this year came at the Mopar Parts Nationals, where they made the finals in a losing effort against Cristen Powell. GREEN IS GOLD The hottest tuner as the teams come down the stretch for the NHRA Winston championships is Mike Green, who guided Cory McClenathan to one run short of a record-setting five straight national event victories. Green is a Beard “discovery” who’s become a master tuner in his

own right, although he has had the Beard had also been the subject advice of Jim Brissette to fall back of numerous rumours involring cur on. rent Peek Bros Top Fuel driver SAR’VER SAGA Tony Schumacher, which The talk of Bruce Sarver’s Schumacher confirmed at Indy. He said that he and Beard had financial troubles has been had a series of meetings with exec fuelled by several aftermarket utives of Pennzoil, who were inter parts suppliers, who have open ested in the pair fielding a Funny ly complained about long over Car- for them next season. due bills having been consis According to Schumacher, Beard tently ignored by the team was to be the team owner and he owner. There are also confirmed reports the driver. “They told me flat-out that they that some companies have forward wanted Lee to own the team and ed their billings to Carquest, which has refused to honor them. me to be the driver,” he said. But, rather than a straight for Ironically, IHRA Top Fuel racer Paul Romine has landed some sort ward sponsorship agreement, the of Carquest program of his own, plan was to be a co-op program which .debuted at the aptly title- with a major retailer, under which righted Carquest Northern the retailer would agree to pur Nationals at Stanton, Michigan, in chase a specific araoimt of Pennzoil products above their normal annual early August. But, when Romine appeared for order. With that kind of commitment the US Nationals, the Carquest liv ery had been replaced with Pennzoil would provide the funding Romine’s usual colors, so it for the car, with the retailer taking appears, at least on the surface, the visual primary sponsorship that if he’s to compete on the position without having to directly NHRA circuit it won’t be before ’98, fund it. Pennzoil would then take a secondar>' position on the car. when it’s on Carquest’s behalf

1997 NHRA WINSTON DRAG RACING SERIES - POINTS AFTER RD. 17, MAPLE GROVE, PA.

PEHHMIL ur THERE

ARE

LIMITS

1997 Top Fuel Championship 1392 I. Gary Sceizi, Team Winston 2. Cory McClenathan, McDonald's ....1317 3. Joe Amato, Keystone Warehouse ..1220 4. Scott Kalitta, American Int. Airways .1050 5. Kenny Bernstein, Budweiser King ... .954 6. Bob Vandergriff, Jerzees Activewear .861 7. Mike Dunn, Mopar Performance 835 8. * Larry Dixon, Miller Lite/Snake Racing . .741 712 9. Shelly Anderson, Parts America 10. Tony Schumacher, LaBac/Peek Bros ..677

1997 Funny Car Championship 1372 I. John Force, Castrol Racing 2. Whit Bazemore, Team Winston 1 178 1062 3. Chuck Etchells, Kendall/Mopar .988 4. Tony Pedregon, Castrol Racing 5. Cruz Pedregon, McDonaid's/Coke ...943 6. Randy Anderson. Parts America 901 862 7. Ron Capps, Copenhagen/Snake 8. Kenji Okazaki, Mooneyes/Prolong .. .835 9. Dean Skuza, Mateo Tools/Mopar ....776 10. Del Worsham, Checkers/Kragen ... .705

i. 2. 3. 4. 5. 6.

1997 Pro Stock Championship 1522 Jim Yates, McDonald's Warren Johnson, Goodwrench ....1337 1298 Kurt Johnson, ACDelco

Bruce Allen. Slick 50/Reher-Morrison 928 Steve Schmidt, Schmidt Automotive ..878 ,714 Tom Martino, MaMa Rosa Pizza .700 7. George Marnell, Marnell/Black .640 8. Mike Edwards. Winnabago ... 9. Scott Geoffrion, Mopar Performance .639 .609 10. Troy Coughlin. Jeg's Mail Order

DRAG RACING

_^®D®[FS[p®[?9^ For all intents and purpos es, it would be a program that visually duplicated that of Randy Anderson’s, under which Western Auto’s Parts America receives the prima ry billing, with Havoline being the visual associate sponsor. We are not suggesting that Anderson’s program is a co op between Western Auto and Texaco, but are using it merely as a visual example. since However, Schumacher outlined the program with us, we’ve heard from other sources that Beard had recently rejected the Pennzoil propos al as having been for too lit tle money to enable the car to be competitive. BIG RESULTS FOR BIG MAC The string of victories by the McDonald’s Racing team of Cory McClenathan, Mike Green and Jim Brissette came within a wisp of tyre smoke of set ting a new record when they lost in the final round of the US Nationals. If nothing else, their 19 straight winning rounds cer tainly produced an avalanche of publicity for departing sponsor McDonald’s. If, as seems likely, Jim Yates wins the Pro Stock title for the second straight year and Cory Mac climbs within striking distance of current points leader Gary Scelzi, McDonald’s will depart with a considerable amount of Egg McMuffin on its corporate face. Green candidly offered at Indy that team owner Joe Gibbs had been actively seeking a new sponsoi, but had nothing going at the time. Without a confirmed spon sor on the horizon. Green is concerned about his mechan ics seeking employment else where, which he can’t blame them for doing. “Right now, my main con cern is my guys,” he said before the race began. “If we don’t have something soon, they’re going to start lookmg. PROFESSOR’S FUTURE In Pro Stock, Warren Johnson wasted another great elapsed time by nodding off on the line against Scott Geoffrion in the first round. His 7.067 would have easi ly defeated the Dodge’s 7.103, but not with a .526 to .459 reaction time difference. If Johnson fails to win the title, he has no one to blame but himself Some have suggested that it’s time for The Professor to consider stepping aside, either in favor of his son Rurt, or in favor of crew chief Greg Anderson, who’s been promised the ride by Johnson when he retires. Johnson is the consum mate engine development professional, and it’s possible that, if he turned his consid erable skills to maximizing his efforts in that direction, his team could become unbeatable. MASKIN MOTORS Johnson engine rental

customer Troy Coughlin was rumored to have heen all but signed for engine rental with Dick Maskin for next season, hut Troy’s father Jeg denies it. “We’re talking,” he said, “but nothing’s been firmed up at all. If Warren contin ues to supply us with good equipment, we’ll probably stay where we are.” Another driver said to be going with Maskin is Mike Edwards, hut car owner John Right denies it. “I own engines from both Steve Schmidt and Maskin and we like them both. “But, as far as next season is concerned, we haven’t even thought about it from that angle yet.” Right, showing the signs of the recent strokes that tem porarily knocked him out of action, was getting around with a cane at Indy, but con trary to some rumors, appeared sharp, alert and very mu(ih in command of his racing operation. Lisa Edwards, Mike’s wife and the team’s marketing manager, said that their pri mary concern was Right and they’d do whatever he sug gested for the team’s future. “We’re working on some sponsorship packages right now, but it’s all up to John,” Lisa said. “We’ll do whatever he suggests.” PAWUK REGROUPS Mark Pawuk, who crashed his Summit Racing Pontiac prior to the Northwest Nationals, failed to make the cut at both the Champion Auto Store and US Nationals. The team did manage to have the car repainted for Indy, but were more con cerned about their lack of performance than their appearance. After the final qualifying session at Indy, Pawuk dis covered, much to his displea sure, that there was far too much weight on the clutch, which had been causing the car to bog off the line on each run. From now until the end of the season, Pawuk and crew chief Dave Butner will apparently spend more time checking ,the little things that have curtailed their car’s potential this season. JOE ’N DOUG BEMUSED If any drivers have a right to be a little miffed about what happens on the track, it’s Joe Amato and Doug Herbert. During the Champion Auto Stores Nationals in Brainerd, Minnesota, Amato qualified number one with the sport’s all-time quickest elapsed time of 4.562 seconds at 317.01 miles per hour. Because there were only 15 Top Fuel cars on hand, Amato got the first round single, so crew chief Jimmy Prock decided to try and rotate the earth. He felt they had nothing to lose and plenty to gain, for a new elapsed time record would earn them an impor tant 20 additional points. In Prock’s words, “appar ently in the first round there was some malfunction in the lights.

“The 60-foot time was a 1.208, while on the qualifier it was an .846. “If you look at all of the other incremental times on the slip [provided by NHRA at the conclusion of the run], every other one was better than what we ran on the 4.56. “We had a 1.265 [at 300’] on the 4.56 and we had a 1.262 in the first round. “The 330 to 660 was a .944 on the qualifier and a .945 in the first round. “The 660 to 1000 feet was an .807 on the 4.56 and an .803 in the first round. “It added up to a 4.553 in the first round if you put the same 60-foot time [we ran in qualifying] with it. We also ran faster at 317.57 than we did in qualifying. “I’ve never really gotten an explanation as to what hap pened other than [NHRA] tried to say the car was rock ing when the tree was thrown. “The thing that makes it difficult to tell what hap pened is that we were on a single. “We know we didn’t redlight, yet we got a .177 reac tion time, but you can’t redlight on a single ’cause the redlight’s already on in the other lane. “Our video says that that wasn’t the case, but I don’t know when the [Tree] switch got thrown. As far as our video goes, it does show the light flickering, but then everything settled down and the Tree went. I don’t know what happened.” When we asked what Amato’s reaction had been, Prock replied, “well, I knew it wasn’t no 4.90! “The only thing I can go by is the incremental times on the slip and the computer data and they coincide with one another. “For all I know, it could have run a little slower, or a little better. “It’s hard to tell, but I do know that it’s as close to twin runs as you’ll ever see. They’re so close, it’s scary.” It cost the team the 20 points, plus $50,000 from the MBNA World Record Club and, as Prock adds, “there’s no way I woulda been first pair in the second round.” At Indy, Herbert was hanging onto the bump late in qualifying when Rhonda Hartman, who’d run no bet ter than a 4.882, suddenly stepped up with a 4.741, with no speed recorded. That run bumped Herbert from the show, with Hartman then going three rounds during which she ran no better than 4.866. Amato reported that Hartman’s time from the 1000-foot mark to the lights was even quicker than his when he ran the low qualify ing number of 4.600 seconds, which certainly made the overall elapsed time suspect. Add in the fact that no speed was recorded and you’ve got all the ingredients for a mini-controversy. Some suspected a low fly ing bird as the culprit, but regardless of the cause, Hartman made the show and Herbert didn’t. And that’s all the news that fits.

26Semeimi

Motorsport News supports ANDRA Championship i wards Banquet .

The Australian National Drag Racing Association Inc announced last week that Motorsport News is to sponsor the video pre sentations at the 1997 ANDRA Championship Awards Banquet present ed by Rocket Industries to be held at Sydney’s Rosehill function centre on Thursday evening, October 16,1997. The video presentations will feature each of the fif teen champions, who will be presented with their awards at the function, as well as highlight footage from the 1997 Championship season. I The presentations are being produced by the WillowWnk Raceway’s Marketing Director, Rob Oberg, who also produces the high-rating Drag Racing ’97 programme for Brisbane’s Channel 7.

“The sponsorship from champions further reinforces Motorsport News allows us our ongoing commitment to to give our 1996/97 champi raising the profile of the ons the exposure they and quarter-mile sport in this their respective sponsors region.” deserve at our awards ban The awards event will pre quet,” said ANDRA Marketing cede the inaugural running of the Premier State Consultant Vic Wood. “Rob Oberg has produced Nationals at Sydney’s some great footage of recent Eastern Creek International times and we eagerly await Raceway over the following two days. his efforts at the banquet.” Welcoming the ANDRA The prestigious Creek announcement, Motorsport event will host the opening News Director and Technical championship rounds of the Editor Tony Glynn said “our new season for Top Fuel, Top Alcohol, Top Doorslammer, team is thrilled to be spon Top Bike, Pro Stock, Pro soring the video presenta tions at the ANDRA Stock Motorcycle and the Awards ADRS (Australian Drag Championship Banquet presented by Rocket Racing Series). Ticket reservations for the Industries. “Motorsport News regards 1997 ANDRA Championship its coverage of ANDRA Awards Banquet presented Championship drag racing by Rocket Industries can be very highly and our awards made with Irene Rampes by phone on; 08 8271 5355 dur support to highlight the achievements of the new ing business hours.

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26SeptembefM Report by DAVID OSTASZEWSKI

Cory McClenathan, John Force and Jim Yates scored important wins at the 13th Annual Pioneer Electronics Keystone Nationals on September 14 at Maple Grove and, as the 1997 NHRA tour winds down with just five events remaining, the championship points chases are now on in earnest. Matt Hines took another win in the Pro Stock Motorcycle class and Frank Manzo (FMFC) and first' time winner Ned Ott (FMD) also scored victories at Maple Grove.

Cory Mac nails another Yates wins as Force makes it 65

TOP FUEL It was not too long ago that everyone figured that the NHRA Top Fuel points chase was a Gary Scelzi/Alan Johnson/Winston run away - well, enter the in-form, redhot McClenathan. The McDonald’s team driver has been on a roll since July, winning four straight events and grabbing a runner-up at Indy before heading to Maple Grove, where he tied the record for consecutive final round appearances at six and won for the fifth time in six events. Scott Kalitta led the field with an off the trailer 4.645/313.80, with SPECIAL EDITION... John Force - sporting his 1996 Driver of the Year livery at this month's US Nats - won at Maple Grove. (David Ostaszewski) recent Indy winner Jim Head sec ond at 4.648/309.38. “It was tough out there all week- starting the car, hurting it and the onship by taking a final round win “so I pedalled it. It still ran in the over the Funny car of Todd Paton. Scelzi grabbed the third spot at 70s and that seemed to be what you end and especially today with the chances of Payne getting a win. Manzo’s final round 5.758/249.72 Payne did hold top mph honors at right lane being so tricky,” said needed to run today and win.” 4.660/311.41, while Larry Dixon The win moved McClenathan to Force. “I knew Etchells was ready 253.95, while the A/FD of Rich easily covered the engine-splitting rounded out the top four at 5.970/202.52 of Paton - Manzo did 4.673/308.43. within 75 points of leader Scelzi for me and Coil,told me that it was McPhillips set low e.t. at 5.472. Frank Manzo may well be on his set low e.t and top mph for the and the once runaway lead is now my job to get ^is old heap down Kenny Bernstein, with new crew way to the Federal-Mogul champi- event at 5.741/249.7Z chief Lee Beard, took the fifth spot within the grasp of the McDonald’s the track with no mistakes. “If you got out of the groove a bit, at 4.683/314.24, while McClenathan team. carded a 4.720/304.77 for sixth. you’d go up in smoke and I couldn’t FUNNY CAR count on the right lane to take Joe Amato, who had lots of trac Maple Grove saw its first four Etchells out of it.” tion woes, could only qualify in 14th with a 4.808/290.79, which set second Funny Car pass ever as PRO STOCK Chuck Etchells went 4.982/309.91 up a great first round match between him and Scelzi. on Friday night to take the top Yates tpok the top position dur In that race, Scelzi started to spot, John Force following with a ing qualifying at 6.946/197.67, fol shake and spin the tyres, forcing 5.013/294.69. Whit Bazemore lowed closely by Warren Johnson at him to pedal and allow Amato to grabbed third at 5.032/305.49, 6.974/197.67. Mike Bell took third while A1 Hofmann made his best at 6.974/197.28 and George Marnell trailer the points leader with a 4.893/287.72 to 6.871/121.53 victo run in a while at 5.081/289.48, held on to fourth at 6.975/196.67. Ron Krisher held on to the bub which was good for fourth. ry, setting up a second round match The second round kicked off with ble at 7.018/197.15. with McClenathan. The final round saw Yates taking Pedregon taking a The second round of racing got 'Cruz underway with a battle of the beer ' 5.215/282.66 win from Bazemore, on the surprising Pontiac of Troy brands as Bernstein and the Bud who smoked the tyres and slowed Humphrey and driver Mike Bell. winner as Tony Gillig scored his to a 5.573/259.06. Yates had made his way to the Paul Romine notched his sec King took on the Miller Lite drag Etchells then laid down a consis- final by defeating Krisher with a ond win of the season and has first National event victory. ster of Dixon, which Bernstein won, After qualifying number one at 4.893/299.20 to 5.050/285.89. 6.962, Mike Edwards with a 6.967 increased the lead in his quest tant 5.131/297.81 to stop the trac for the 1997 IHRA Top Fuel 6.835/203.25, Gillig and his Head continued his winning tionless Parts America Pontiac of and Larry Morgan with a 6.966. Bell had defeated former NBA World Championship after a Oldsmobile Cutlass mowed down streak when his 4.824/296.34 was Randy Anderson. able to hold off the close Force then backed up his first star Larry Nance in round one with final round victory over Jim John Konigshofer, David Jenkins, round 5.005 with a 5.076/303.54 a 6.996, then knocked off the Bailey at the IHRA Autumn and Ed Machacek for a final round 4.834/288.09 of Mike Dunn. Amato then got the jump on pounding of Jim Epler, who was in Johnson family single-handed, with Chase Nationals, held at Bristol meeting with the Chevrolet Monte Carlo of Pete Berner - Berner had a 7.010 to 7.001 holeshot defeat of on September 7. McClenathan and appeared to have the Paul Smith Dodge this week Kurt in the second round and The Car Quest-sponsored, earlier eliminated Tim Nabors. end. him covered, until his tyi'es started Dean Skuza then put his Mateo another holeshot 7.020 to 6.964 win Clayton Harris-tuned dragster Jerry Yeoman and Billy Huff. spinning at 1000 feet, where In the final, Gillig cut a great qualified in the number one spot Tools Dodge Avenger into the semis over Warren. McClenathan roared past to take a with a new all-time IHRA quick .427 light and held on to eliminate naiTow 4.739/313.04 to 4.788/296.15 with a nice 5.169/298.40 win over In the Pro Stock final. Bell again win. the tyre-hazing 5.672/196.46 of squeezed the tree, this time coming mn of 4.742 seconds at 303.16 mph. Berner, with a 6.853/203.16 to Romine then stormed through 6.901/201.04. Mark Oswald and the In-N-Out up with a bright red bulb, giving Kalitta closed the round by run In the tough Pro Modified class. the automatic win to Yates and the eliminations, thundering to a first Burger Dodge. ning a brilliant 4.707/302.72 that In the semi final round, Etchells McDonald’s team, 6.966/198.06 to round win over Rhonda Hartman, Shannon Jenkins grabbed the win was way too much for Shelly and took over the lead in the close 4.887/281.48 to 5.063/262.13. Anderson’s 5.015/272.97 in the laid down his third straight low 7.008/196.37. Yates’ win is his sixth of ’97 in Shirley Muldowney was next to points chase. teen at 5.131/298.60 to stop the up Parts America dragster. Jenkins, driving his ’41 nitrousfall, 4.966/289.45 to 5.055/298.47 in smoke car of Skuza. nine final round appearances. In the semi finals, McClenathan Muldowney had reset the speed equipped Willys, defeated Gary In the other pairing. Force got out on Head, lost traction, ped Shearer’s Corvette, Lonnie Brazell record for the class during qualify alled and was dead even at 1000 showed he was going to be the man PRO STOCK MOTORCYCLE, and Harold Martin’s electronic fuel ing at 303.71 mph. to beat on this day when his FEDERAL MOGUL DRAGSTER feet, where Head pitched the blow AND FUNNY CAR Romine’s final round opponent injected Pontiac before facing final er belt and McClenathan thundered 5.082/302.72 eliminated the Pontiac Matt Hines continued his domi was Jim Bailey, driwng the number round foe Quain Stott and the Bug to the win light, 4.867/306.74 to of Cruz Pedregon, who was closing Eater ’63 Corvette - Stott made his in on Force and was dead even with nation of the Pro Stock Bike class two car of Doug Herbert. 5.052/219.56. Herbert, who had qualified sec way to the Pro Mod finale by taking with yet another win, his sixth of The next pair saw quite a drag the Castrol Mustang until tyre race when Bernstein overcame smoke allowed Force to take the the year, Hines’ 7.343/178.04 ond at 4.888, fell to tyre smoke and out the similar ’63 'Vettes of Rickie defeating the 7.403/183.78 of John the 5.100 of Danny Dunn in the Smith,Ed Hoover and Brian Gahm. win light. Kalitta’s slight lead at the start and In the final, Jenkins took the Smith. opening round. In the final, Etchells and Force held off the top-end charge of the Bailey had been running in the early lead and never looked back as Second in points David Schultz American International Airways left dead even until 1000 feet, fours during eliminations as well, the purple and white Willys defeat dragster to advance into the final where the Kendall GT-1 Dodge was dealt a blow to his champi onship quest when he was knocked scoring wins over Bruce Litton, ed Stott in a close battle, Avenger got out of the groove, drift round, 4.750/300.60 to 4.769/308.32. 6.607/216.13 to 6.625/211.69. In the final, Bernstein left first, ing toward the centerline, spinning out in the second round by Paul 4.995/284.45 to 6.344/144.75 and Dunn,4.980/288.77 to 5.079/287.90. Jimmy Rector scored the win in but McClenathan was not to be out the tyres and banging the blower, Cast. In the final, Bailey got the jump Alcohol Funny car and took over which allowed Force to drive Longtime north-eastern alcohol done on this day as the McDonald’s at the green, but started to haze the points lead in the process. dragster got to the stripes first, around and notch win number four racer Ned Ott scored his first victo Rector, driving the Rector & 4.753/305.29 to 4.790/299.90, the for the season, 5.083/305.39.to ry in the alcohol dragster class the t}Tes in the middle, slowing to a MoiTison Dodge Avenger, defeated 5.010/289.45 as Romine roared past when his final round 5.850/226.18 5.282/224.66. Bud King starting to mix up the to take the win at 4.965/288.52. Scott Weis’ Ford Mustang in the The win 'extended Force’s points stopped the dragster of Jay Payne. cylinders on the top-end. In the mountain motor Pro Stock final, 6.157/228.04 to 6.207/223.36. Payne, on paper, was the guy to “Our car was getting in trouble lead to 104 and gave him his 65th - DAVID OSTASZEWSKI beat, but the blower banged while ranks, Bristol crowned a first-time early in the run,” said Cory Mac, career victory.

Romine IHRA quickest with 4.742/303.16 i

(

Billet-aluminium metering blocks eliminate the risk of porosity in the internal passageways forever.

VPW introduces the Gold Claw from BG Fuel Systems. Discover the Gold Claw, the first all-new American-made racing 4-barrel to be produced in forty years. Gold Claw carburettors are available in a full range of sizes and directly replace Holley 4150 models. Choose from our Reaction-Time, Track-Master, Tunnel Ram, Road Race or General Performance styles and experience the advantages of a carburettor built specifically for you application. Loaded with innovative ideas and with several patents pending, these carburetors have broken new ground in at least six major areas. They produce more power and achieve higher levels of performance than was capable with previous designs.

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Removeable Booster Venturii - an innovation no racing carburettor should be without. Available in Downleg, Annular Discharge, Straightleg and Annular Truck type, the removable boosters, made from extra-strength alloy, provide unlimited opportunities for tuning. Whether your engine is large or small, race or street, gasoline or alcohol, the Gold Claw can be adapted to suit. Gone are the days when specialised swaging equpment is required - the new booster venturii are conveniently retained in their fail safe position and secured by a tapered brass locknut.

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26 September 1997

Resistance to NASR proposal

At Sydney’s Gazebo Hotel, John Hughes, David Lander, Peter Dodd and others unveiled to assembled speedway identities their collective blueprint for the future of Australian Speedway. To be known as NASR (pro nounced NASA), the National Association of Speedway Racing is the product of an Australian Speedway Promoters Association Special Task force which was spurred into action by a Government report commissioned to look into the West Australian Speedway Industry some four years ago. The major finding of the report, produced by the Kadmos Group in Perth, WA, was that the speedway industry needs to bring visionary leadership to the restructming and repackaging of the industry so that it can become a more attractive sport to promoters, sponsors, com petitors and spectators. While the report looked only at speedway in Western Australia, the findings can be broadly applied to the whole of the Australian speed way industry. The report concluded that, “unless a well developed and/man aged change process is undertaken soon, then it is likely that the industry could enter an even more rapid period of decline in the near future.” What NASR proposes is “a formal structure that would provide speed way with an organisation that runs the sport. It would be a singular place of contact for any dealings with the speedway organisation and enable the sport to speak with one voice.” A proprietary limited company is in the process of being set up in which promoters will have the opportunity to purchase 60% of the shares, while competitors and other interested parties will be able to purchase 40%. An eight member board has already been appointed, consisting of David Lander, Con Migro, Des Ferris, Peter Gurbiel, Melville

over 70% of the spectator revenue that comes to speedway) into form ing an alliance in which to voice any concerns that they may have collectively raised about NASR. The greatest concern was the perceived lack of control over who is Speedway. It is proposed to run a on the board if and when the deci parallel incorporated association, sion is made to go with the NASR option. through which all drivers, mechan ics and officials will be licensed and As one of the guests suggested, insured. “if we agree with this, we lose con The'plan has a great deal of trol of speedway forever. The struc merit - but, naturally, many clubs ture needs to be 50-50, or 49% each and associations are concerned (promoters and competitors), with about the lack of control, consider 2% held independently.” The alliance decided that it ing that promoters own 60% and appoint five members of the board, would listen to Hughes, but would while competitor groups can only not commit one way, or the other, own 40% and appoint three board at this stage without obtaining fur members - they are concerned that, ther information and having time no matter what, ^he promoters to properly analyse it. Hughes was advised of this prior have the majority say in any dis to addressing the oth^r clubs and pute. With these concerns in mind, interested parties who* had formed Barry Power, the president of the for the afternoon meeting. The alliance recognised that the Victorian Speedways Advisory Board and owner of the three- “NASR proposal was a good idea in Speedcar Power Racing Team, principle, but there was no reason why the alliance itself couldn’t look invited Hughes to a meeting in Melbourne last Sunday afternoon further ahead than just in the local region, the idea being that the (September 21)to answer any ques tions that concerned clubs may alliance should be taken to a have. national level to get all state bodies and their national counterparts to On the Sunday morning, howev er, a group of representatives and join, as well. The alliance has not ruled out the interested parties primarily from the Sprintcar Racing Association of future possibility of other sedan Victoria, the Victorian Speedcar classes - such as the Compact Drivers Association, the Victorian Speedcars and the motorcycle asso Super Sedan Association, the ciations, of which representatives Victorian Speedway Advisory were present-joining the alhemce. The alliance decided that, regard Board and the Australian Speedcar Control Council met to discuss any less of the outcome of the NASR proposal and whatever Hughes had concerns from the proposed plan. The morning gathering was to say, it would be a good idea to forced out of concern following com-' form the alliance anyway to create ments made at the initial Sydney some strong buying and negotiating meeting a fortnight earlier and power when dealing with supphers, afterwards by some members of the clubs and promoters, appointed board of NASR From the NASR point of view, it It was the comment by a NASR is aware that it will take some time board member that, as Sprintcars, to set up, implement and sell the Speedcars and Super Sedans only concept to all involved - so the plan make up 18% of the competitor is to incorporate the company now, base, “you’ll toe the line,” that with a view to kicking it off for sea spurred the three main classes son 1998/1999. -BRETT SWANSON (which account for probably well Proud, Max Dumesny, Doug Carson and Dale Matthews. John Hughes will be the compa ny’s Chief Executive Officer. The company will take over the assets of World Series Sprintcars and the Federation of Australian

1 By Chris Mete.

OSS McKenzie scored a nar row victory in the Super Sedan feature event at Cairns Motor Speedway last month. Second home was track pro moter Bruce White, who took out Greg the opening heat Fishburn, a winner in heat two, finished third in the feature. Gavin Casey dominated the Fdrmula 500 events with three wins from as many starts - Kris Finglas was the only challenger and filled the runner-up berth on each occasion. The Compact Speedcar fea ture was taken out by Paul Jorgenson, ahead of Leroy Furman and John Jorgenson. In Street Saloon competition, Peter Andrews was an easy victor in the feature event - Paul Hickling and talented teenager Bryce Allen filled the minor spots. Jason Aldridge dominated proceedings when Sidecars returned to Rockhampton Showground late last month. Aldridge finished undefeated in his heats and was a comfortable victor in the final, ahead of Rick Laycock, Bill Sewell Jnr and Sidecar debutante Ian Urquart. Mackay veteran Merv Harris was expected to dominate the meeting, but exited proceedings early when his machine was virtu ally destroyed following a tangle with an out of control Gary Sewell in heat nine. Rodney Grey, Graham Schimke and Debbie Broome were the best of the rest, with Schimke taking out the con solation. Urquart also contested the Solo events and defeated Ian Kluver and Clayton Biggs in the final, after an undefeated run through qualifying,

ympie’s 1997/98 season got off to a bad start on September 13 at Mother Mountain Speedway, when the opening round of the Skinner Engineering Super Sedan series was abandoned due to a lack of nominations. Modified Productions were also lacking in quantity, with only nine cars fronting for the first round of their Autobarn pointscore

series, although the racing was of the highest quality. The three qualifying heats were taken out by Caboolture’s Brock Clifford, former Queensland champ Peter Doyle and Gary Pagel. Clifford was the standout peformer aboard his Cortina, recovering from a mishap on the warm-up lap to take out the 20 lap feature event. After being forced to start from the back after his car stalled with the green flag in sight, Clifford charged to the front in fine style to finish ahead of Doyle and defend ing series champ Greg Raymont. Andy Geppert, Troy Brittle and Andrew Whittaker were the only others to go the distance in a hotly-contested event. Pagel led the first half of the feature from pole position, until a suspension breakage forced him out of content/on. Street Sedans were out in force, with Lester Wilcox outpac ing a 20-car field to take out the feature event. The Maryborough duo of Chris Elliott and Brian Francis filled the minor placings, ahead of Dale Christenson. Second generation driver Peter Baguley had the race shot to bits, until he was collected by a lapped car and dropped through the field, recovering to finish fifth, ormer Australian Solo champi on Steve Regeling made a long awaited comeback to com petition at the Gold Coast Speedway on September 6 and finished as equal top pointscorer with teenage wiz Scott Smith. Smith outpaced his more expe rienced rival to take out the final, with Dave Wart and interstater Leigh Fernance completing the field - pre-meeting favourite Tony Rose was injured in heat seven, a nasty cut to his hand putting him out of action. Others to perform well in the A Grade ranks were Brent Collyer, Dave Wau, Paul Stewart and Darren Groves. After a slow start to the day, Vic Martin bounced back to take out the Sidecar final, collecting a new track record along the way. Martin was defeated by Bruce Cooke and Gavin Edwards in his opening rides, before stopping the clock at 44.25 seconds in his third outing, taking almost a second off the previous three lap mark. Edwards finished second in the final, ahead of Bill Sewell Jnr and the rarely seen Ian McVie. Reed Levy, Gary Sewell, top lady rider Kym French and new comer Dave Buckley also finished among the points.

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26S^tefJ997 Mark Loram, who rides in the British League for Bradford, became the first British rider to win a Grand Prix round in 18 attempts when he took the Danish GP at Vojens by storm last Saturday night. The glory of winning the World Title itself went, predictably, to American Greg Hancock, with his compatriot and last year’s champi on, Billy Hamill, finishing runnerup. The two Exide-sponsored riders have dominated the series through out this year, Hancock winning two meetings outright and reaching the A Final at five of the six venues. Hamill has made four A Finals and three times finished second, twice behind the new champion. But the night really belonged to Loram and his spectacular passing moves in front of 17,000 fans. Amazingly, he reached the cru cial final of arguably one of the best Grand Prix yet after winning just one of his five qualifying heats. Hancock, to be fair, arrived with 12 points in hand over his nearest rival, Hamill and needed just an A Final to clinch the World Championship - and he had the title sewn up by the end of his fourth qualifying heat. The minor placings were, howev er, still up for grabs and Loram seized his chance. In the final, he had last choice of starting position but, ironically, being on the outside seemed to suit him. Although last away into the first bend, he picked off Hancock, Tomasz Gollob and Tony Rickardsson in quick succession within half a lap to take the lead and survive any challenge during three laps of thrilling speedway. “At Bradford when I made the A Final as leading qualifier, I had choice of gate and much Was expected of me,” Loram said “and I think, to be honest, I froze a bit. “But I was far more relaxed this time and I really enjoyed myself” For Hancock, the World Champion’s celebrations went long into the night. “I have never felt so happy,” he said. “But, when Billy [Hamill] won last year, we shared the joy and we are doing so again.”

Hancock World Champion as Loram wins Danish GP Mildura’s Leigh Adams equalled his best Grand Prix performance while coming ninth. The result means he has finished 10th in the overall standings after the six meeting series and he will have to requalify for next year’s championships via the Grand Prix Challenge at Vienna Neustadt in Austria on October 5, If he does so, he will join Adelaide’s Ryan Sullivan and fellow Victorian Jason Crump in the bat tle for next season’s honours - in order to do so, Adams will have to finish in the top four in Austria. Adams joins Britain’s Andy Smith as the only rider to have competed in all four GP Challenge rounds since the event started. Danish GP points M. Loram England T. Rickardsson Sweden G. Hancock USA T. Gollob Poland C. Louis England B. Hamill USA H. Nielsen Denmark J. Nilsen Sweden L. Adams Australia B. Andersen Denmark P. Karlsson Sweden A. Smith England J. Jensen Denmark P. Protasiewicz Poland M. Karlsson Sweden S. Drabik Poland

25 20 18 16 14 13 12 11 9 8 7 6 4 3 2 1

Grand Prix Top Ten 1 G. Hancock 118 2 B. Hamill 101 3 T. Gollob 92 4 T. Rickardsson 90 5 M. Loram 81 6 B. Andersen 80 7 H. Nielsen 75 8 J. Nilsen 71 9 C. Louis 59 10 L. Adams 42 -TONY MILLARD

VIC 360 Stealth

Ray Solomon and Bob Forbes have procured a new light weight Stealth 360 Sprintcar chassis from the USA. The Romsey-based Victorian pair will continue to run in the 360 division, having bought some hew bits for the engine, as well as a front-end, driveline and other componentry for the Stealth. “The chassis hasn’t left yet, but the engine,s almost finished,” Solomon said. “We’ll be pushing to get the car built in time, but once it’s here most of the bits should bolt straight in, so a couple of days work should see the car ready.” As for Forbes, he’s a little bit concerned about the new light¬

weight car - “It’s light, probably too light. If 1 put it into the wall. I’ll probably bend it,” he joked. The team’s older OTR/JSR is still a competitive chassis and it seems there’s a good chance that it will still race in the hands of for mer Formula Two racer David Crabtree. Crabtree has expressed an interest in having a go at Sprintcar racing, but nothing has been finalised at this stage. Crabtree, an aeronautical engi neer, has a couple of Formula Two racers in his workshop, as well as a couple of Speedcars from earlier racing excursions. -BRETT SWANSON

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NEW WORLD CHAMPION... American Greg Hancock, hard at work. (Mike Patrick pic)

New era for SRA More members of the Sprintcar Racing Association of Victoria Committee have resigned, with newcomer Kevin Reeves the lat est to go. Reeves is thought to have resigned to force the interim com mittee to hold a special general meeting - but, unfortunately, with the^ club’s constitution currently in disarray due to previous non-lodge ment of constitutional changes with the Corporate Affairs office, that is not possible at the moment. The interim committee of Ray Solomon, Neville Carter, Rick Dubois and Jim Knight, all of whom had been elected to the com mittee by its members, have invited Jim Muir and Greg Foster to join the committee in the interim while the constitutional problem is resolved - when that occurs, a spe cial general meeting can be called to re-elect all positions. The interim committee has made some great forward progress since taking over the reins of the club, both in financial terms and in terms of support. Unprecedented offers of help have flooded in from a horde of peo ple offering everything from their own personal services as officials etc, to the use of their homes and

property for the committee’s use. In an official statement from the club. Vice President Solomon had this to say: “The new executive of the SRA will deliver a fresh and dramatic change in operational focus during the 1997/98 season. “One of the most noticeable changes will be the committee’s commitment to open management and willingness to consult with owners/drivers/members on all issues that concern the club. “This fresh approach will be char acterised by full and open commur nication, in which all members views will be valued and we will be actively encouraging all members to participate in the decision mak ing process within the club. “Effectively, control of the SRA will be handed back to the owner/driver. “I have absolute confidence in the new executive/committee to move forward in promoting Sprintcars in Victoria and, judging from the determination of the committee and others who have offered their sup port, I’m sure Victoria is in for a very successful Sprintcar season, “it is with regret that some of the past executive/committee have cho sen to resign because of a perceived

conflict with the current direction of the SRA. “From a personal point of view, it has been very disappointing, as I am the first to acknowledge the effort and dedication by many pre vious committee members over many years, “liie new executive is committed to ensuring that season ’97/98 will be the best yet. We are currently resolving a number of model rule/constitutional problems and then the executive will willingly subject themselves to a gpecial gen eral meeting at which time we will be seeking further endorsement(reelection)from the SRA members. Concluding, Solomon then stated: “The current executive and commit tee do not need to take this action, as they have all been legally appointed to their positions; howev er, given the massive changes in recent times, we believe this endorsement is mandatory in sta bilising the activities within the club.” Also of interest is the fact that the club now has its own historian. Graeme “Butch” Morley, a mem ber of the club since its pre-SRA days, has been appointed to the position of club historian. - BRETT SWANSON

1997 WORLD OF OUTIAWS/SKOAL OUTLAW SERIES POINT STANDINGS TO SEPTEMBER 21ST, 1997

I. Sammy Swindell 2. Dave Blaney 3. Steve Kinser 4. Jac Haudenschild 5. Andy Hillenburg 6. Greg Hodnett 7. Stevie Smith 8. Johnny Herrera 9. Joe Gaerte 10. Jeff Swindell

9,168 9,068 9,061 8,845 8,678 8,567 8,510 8,221 8,136 8,039

II. Mark Kinser 12. Paul McMahan 13. DonnySchatz 14. Dion Hindi 15. Danny Lasoski 16. Lance Blevins 17. Craig Dollansky 18. Joey Saldana 19. Randy Hannagan 20. Garry Brazier

7,730 7,709 7,693 6,355 5,325 3,825 3,246 2,886 2,755 2,461

SILVER DOLLAR RACEWAY -SEPTEMBER 20TH GOLD CUP A-FEATURE(40 LAPS) 11. Kevin Pylant I. Dave Blaney 12. Bobby McMahan 2. BrentKaeding 13. Shane Scott 3. Steve Kinser 4. Mark Kinser 14. BudKaeding IS. Stevie Smith 5. Sammy Swindell 16. Steve Kent 6. Joe Gaerte 7. Paul McMahan 17. Peter Murphy 8. Jeff Swindell 18. DonnySchatz 19. Sean Fenn 9. Greg Hodnett 20. Jac Haudenschild 10. Danny Lasoski

SPEEDWAY

26Septembefl99I

Dates and venues for the 1997/98 South Australian Solo and Sidecar Championships have been announced. The Solo title will be held at Riverview Speedway, Murray Bridge, on December 13 and the Sidecar title will be decided at Speedway City on January 4. The Solo championship will break from the longstanding 16 rider, 20 heat tradition and will be run with 18 riders over 12 heats. The riders will compete in nine qualifying heats (six starters per race; with each competitor having three starts). The top 12 scorers will then compete in heats 10 and 11, after which the leading six point scorers will transfer to heat 12, which will be the grid positions in the title. South Australia’s Sidecar com bination of Ron Parker and passenger Simon Coppen is gearing up for a big ’97/98 sea son. Parker and Coppen purchased the Robert Griffiths-owned GSXR Suzuki-powered Treloar outfit, which was previously ridden by national champ Glenn Hough halfway through last season at the now-closed North Ann speedway. They won the prestigious Harry Denton Memorial and the North Arm division 2 Sidecar champi-

Lawyers for action Wendy have begun for Stephen damages over the death of her husband. Bob, in a Sidecar accident at Claremont Speedway in 1993. As reported in The West Australian newspaper, under the Fatal Accidents Act, the District Court action should have started within a year of her husband's death, but judge Peter Williams was satisfied that the delay gener ated by investigating and formulat ing the claim was reasonable. Stephen is suing Claremont Speedway, Sidecar rider Darren Nash and Motorcycling Australia WA. Currently, there is no comment from any of these parties.

est Coast constructor Geoff Murphy has been burning the midnight oil at his Maddington workshop in recent weeks, build ing an array of Sprintcars, Speedcars and Formula 500s. And it’s been the Formula 500s that have kept Murph the busiest. With this season’s title being held at the City & Regional Raceway in Bunbury at Easter in 1998, a number of the locals have decided to upgrade. No less than nine Formulas are being built, with current WA #1 Marshall McDairmid already taking delivery of his new mount. Throw in former state champ Craig Okley, the Tucker Time team of Trevor Harding, Phil Crofts and Anthony Chitty, veteran Rod Bottrell, brothers Brad and Clayton Chapman and former Australia #1 Tony Prior. On top of that, there are the Sprintcars for son Shane, house driver Terry Cutts, plus two new cars for Team Kendrick drivers Mark Wells and Ryan Farrell. Another Australian champ. Craig Brady, has ordered a Speedcar, as well as the Glazebrook racing clan in WA. Longtime of WA Speedway supporter John Gandossi has become a director in Bunbury City & Regional Raceway. Gandossi, himself a former state Sportsman (Modified Rod) champion, has supported a num ber of competitors over the years through two of his business inter-

r~ -

By Mark Neale onship, were second in the North Arm Sidecar championship, behind veteran Jim Irwin and were offi cially sixth in the Duncan Wilson $10,000 at Broken Hill. Parker and Coppen have been keeping race-fit over the winter by competing in the SA short circuit Sidecar championship, which is being held over three rounds, with a Honda 750cc Wasp outfit. Former South Australian Sidecar champion Rick Munro has a new passenger for the forthcoming season. Shane Rudloff, who had a very successful 1997 season with talent ed Adelaide young gun Jason Hardy, will be in the chair on the Treloar outfit, which is fitted with a Yamaha FZR engine. Jason Hardy’s new passenger will be fellow teenager Sam Harrison, brother of dual Australian Junior Solo cham-

pion Russell Harrison, who moves up to senior ranks this season. Hardy and Harrison will be aboard a new bike built by Jason’s father, Rob, who is a veteran of the sport - the bike will be fitted with a GSIOOO Suzuki enpne. Hardy and Harrison, both 17 years of age, are also expected to ride Bob 'White’s Weslake-powered grass track outfit in the SOOcc class at the Australian Long Track Championship at Bathurst on November 1. Hardy and then-passenger Rudloff won the South Australian SOOcc Sidecar Long Track Championship at Port Pirie over the last Easter weekend. Australia’s number three Sidecar combination of Glenn and Nathan O’Brien from Western Australia is expected to compete in around 30 meet ings in the upcoming season. Their new bike, which they have been building over the winter, is almost complete. Reigning Western Australian Sidecar champions Darren Nash/Peter Teale have also been busy over the winter, building two bikes with Yamaha engines - one will be fitted with a lOOScc YZF. Witness Rob Bennett said that two and a half minutes later she had worked it out and to this stage, Danny still hasn’t paid up.

By Brad Steele ests. Terrace Smash Repairs and the Go-Club Nite Club. Gando, as he is known to all in speedway, will be a worthy addi tion to the BCRR team and pro moter Des Ferris couldn’t be hap pier. “John is going to be a great asset from both aspects of the sport, as a businessman and as a former racer,” Ferris said. Also seen as a big plus for the upcoming season is the acquisi tion of the Parry Field baseball sta dium lights and towers. These massive towers are said to provide five times the illumination that the current track lights provide, hopefully making it more attractive for television coverage of this season’s Australian Sprintcar Championships. Speaking of the Sprintcar title, tickets are now on sale, so for more information give the track a ring on (08) 9725 4515. Former driver Plecas Speedcar has put his handDanny up to work on the Gibb Racing Maverick this summer and could prove to be a useful pick up for youngster Toby Gibb in the pits. Plecas has struggled at times on the track, not due to a lack of ability, but due to the lack of fold ing stuff and the general opinion in the pits was that Plecas was (and still is) a well-respected racer and chassis man, building his own cars and motors when he used to race. Every now and again, Danny comes out for a run, just to keep his hand in, racing against his brother Dave in the Modified Sedans at Ellenbrook Speedway in wife Linda’s Datsun. Speaking of the lovely Linda, it seems Danny made a bet with her about a new oxy-torch cutting tool that he made in their workshop, saying that he would give her $100 if she could work out what it was.

Lee Redmond, current WA #1 in SOOcc Speedway Motorcycles, is packing up the family and mov ing up to Kalgoorlie due to work commitments. This is going to be a big loss to the division, as we have already lost Glenn Doyle to retirement and Greg Bartlett only makes the odd appearance every now and then. All the best, Lee-Roy. L.M.R.A. racer Rob Whittington proved on the Saturday prior to the debut of his new car that you can never be too careful when it comes to working on your race car in the shed. Whittington was preparing his left hand drive sedan for it’s debut for the next day at Elllenbrook, when he tried to adjust the belt on his compressor without turning the machine off. The usually safety-conscious electrician had the top of his middie finger on his left hand taken clean off and will be out of action for up to two months. Not one to let things get him down, Rob returned from hospital, and, with the help of his two boys, Paul and Nathan, proceeded to load up their Chevy the Sunday so that BenLumina Ludlowon could drive the car to keep the car num bers up for the L.M.R.A. debut at the Ellenbrook Telethon day. All the best, Rob and hope to see you back on the track A.S.A.P. The been running riferumours that Alfhave Barbagallo and Sharon Marriott will return to the track this coming summer, At one stage, the Barbagallo rumour mill had two new motors and chassis sitting at the Murphy workshops. This always happens every summer and, as I have said before. I’ll believe that one when Alf arrives at the track with his racesuit on. The other rumour about Marriott is more likely to come to fruition, as a Sprintcar is currently under construction for her out of the Kendrick Racing stable, At this stage, it is unclear if her

MAXDUMESNYMOTORSPORT has opened a new retail outlet in Melbourne. Sprintcar champion Dumesny, the exclusive Australian distributor for Hoosier speedway tyres, has moved ; into an imposing facility at 41 Webber Parade, East Keilor VIC 3033,just off the Calder Freeway. Freddy Baker will be running n the comprehensively stocked racer parts and spares business and can be contacted by phone on 03 9331 6477, by fax on 03^31 -TONY GLYNN 7444, or by mobile on 0416 050 611. car is to carry radio station PMFM sponsorship, or if it is to run in dif ferent colours from team-mates Mark Wells and Ryan Farrell, but the car will be prepared by crew chief Steven Melville and his trusty bunch of helpers. Who knows what will happen, as Priolo Motorsports is trying to come up with a deal to see Sydney-based female racer Kelly Linigen on the West Coast on some occasions this summer? A match race between the “Queens With Wings” would cer tainly grab a lot of attention. Aquick with Gavin Migro during chat the week has revealed some great plans for the upcoming season at Claremont Speedway, sponsored by Quit. The season is set to kick off on Qctober 17 with Sprintcars, Speedcars, Super Sedans, SOOcc Speedway Motorcycles and Sidecars. At this stage, a total of 23 meet ings are planned for the ’97/98 season, with a number of big shows planned. Some of these are the Australian Sprintcar Series on November 28, USA vs WA Sprintcar Speedweek on January 2 and January 9 and the Australian Sidecar Championships on March 13, 1998. Also on the agenda is the ‘Smaller than Smoking’ Junior Sedan Series, sponsored by Healthway. This is to be a six round com petition and close to fifteen of the current sponsors are to support the series with product support. Negotiations are currently in place to have a sponsored car available for school promotions, where there may be a chance to win a drive in a round of the series. Another great concept is the new Hotline newsletter that is being produced by the team at Claremont. Ten of these will be produced during the season and are available to anyone interested in speedway. For those who need to find out sooner than the Hotline will allow, the Claremont Speedway Event Info Line is now in operation - just dial 1902 291 500 to catch up with

all the latest info. A number of new sponsors have signed on as well, all wanting to be part of the greatest show on dirt, including Genie Performance The Extractor Factory, Autospark, Honda Australia. Westside Honda, Car Lovers and Leader Trailer Sales and Spares - hopefully, their stay will be a long and happy one with Claremont. i

ight Thunder, the Channel 7produced program, is set to once again highlight Claremont this season, with a confirmed cov erage of five meetings. Some of the major events expected to be broadcast are the World Series Sprintcars, one night of the USA vs WA Sprintcar Speedweek and the Australian Sidecar Title. To be confirmed are an extra meeting at Claremont, plus a chance that Night Thunder may make the big move down to Bunbury to cover the Australian Sprintcar Championships on Feb 28 and March 1 - this would cer tainly be a big bonus to the BCRR crew and give some much-needed exposure to the south-west circuit. The Drivers WestAssociation Australian has Speedcar anoth er great Country Series lined up, with seven dates set as we went to press. These include Albany (Oct 25). Kalgoorlie (Nov 1). Manjimup (Dec 6), Collie (Dec 13), two shows at Bunbury (Jan 3 and Feb 28) and Geraidton on March 14. Club secretary John Bryant also informed me that up to six rookies may be seen in the ranks this season, plus the return of some familiar faces - a total of up to 34 cars could be seen running at all the venues. Rookies include Nathan Ellement in the ex-Keith Mann Subaru/Murphy, Jason Webster running a Voivo-powered car. Dean Merryiec's in the exMacDonald Mitsubishi Fighter. Steve Doyle (Chevy 11/ Murphy), with Trevor Reekes. Dean Gitlos gad Paul Harris all in Mitsubishi/Murphy combinations. The familiar faces will include Wayne Hilgert, Renee Watson and wily veteran Geoff Pilgrim.

'g'-.c.j n

BRIDGING THE GAP ...An Indonesian victory by Carlos Sainz means both titles are still within Ford’s reach. Ford’s magnificent 1-2 in the Rally of Indonesia moved the marque to within just one point of series leader Subaru in the 1997 Manufacturers’ Championship. Carlos Sainz led home team-mate Juha Kankkunen by just 16 seconds and is now within eight points of Drivers’ Championship leader Tommi Makinen. While the Escorts reigned supreme, Kenneth Eriksson picked up third for Subaru after team leader Colin McRae and Mitsubishi’s Tommi Makinen both retired. While 35 seconds may not have seemed a significant margin after 138 km, McRae was delighted with his day’s work in the Subaru on the first leg. Makinen was still in touch, with Kankkunen and Sainz next up. McRae won five of the day’s stages to establish his advantage, but might have frightened himself on the last stage of the day when he went off the road, losing twenty seconds. Toyota, still climbing the learning curve, had their Corolla in seventh place, driven by Didier Auriol - the front differential failed on the fourth stage and the Frenchman had only rear wheel drive until the final service of the day. The second car, driven by Australian Neal Bates, went off the road on the opening

Title hope as Sainz wins test when the throttle stuck open - the engine was damaged by over-rewing caused by the sticking throttle and they was forced to retire. Karamjit Singh led the Group N charge and Harri Rovanpera was in a fine 12th place for F2 team Seat, However, Aussie Wayne Bell had led the Formula 2 categoiy until the final stage of the day, but Bell put his Hyundai Kit Car off the road for nine minutes and dropped out ofcontention, Any chances McRae had of regaining the world title vanished when he hit a tree on stage thirteen on day two and Makinen went out on stage fourteen with a broken radiator. Thus, going into the final leg of the three day event, Sainz was in a strong position to take victory and close to eight points behind Champion Makinen in the race for the World title. The second leg began as the first had ended, with McRae in command.

He won the first two stages before making a wrong tyre choice, but his lead at the halfway regroup was 41 seconds over secondplaced Kankkunenin the leading Ford. On the first stage after the regroup, McRae hit a tree and broke the radiator - this was temporarily repaired by co-driver Nicky Grist with chewing gum, but on the next test, oil leaking from the gearbox, possibly cracked in the crash, ignited. Although the crew put out the fire and got to service, the engine had suffered too much damage to continue. Makinen overshot a Tjunction on stage 13, but thought no' damage had occurred - but, on stage 14, the engine tightened after the radiator lost water and he was out. Sainz meanwhile started a charge on stage 12, which he won and went on to make fastest times on the next four tests. He took the lead from Kankkunen on the last stage

of the 'day and, with a good cushion ahead of Eriksson, expected full support from his team-mate, who is pledged to help his champi onship challenge. Over the six stages of the third and final leg Sainz, Kankkunen and Eriksson in ^he remaining Subaru were at full stretch, Kankkunen keeping the pressure on leader Sainz. Sainz’s win was an exam ple of patience and caution throughout a rally which is recognised as the most unpredictable in the series. Group N honours went to Singh in the Proton Wira, while SEAT scooped a maxi mum score in the Formula 2 section, Rovanpera leading home team-mate Erwin Weber. Bell set fastest F2 time on five of the final day’s six stages, giving the Hyundai team a real belief that they have developed a car capable of winning at world champi onship level. -PETER WHITTEN

Volkswagen BRC Champion

Volkswagen will arrive in Perth for Rally Australia as the 1997 British Rally Champions. After a hard-fought season which brought two rally vic tories for Golf GTl driver Alister McRae, the team clinched the manufacturers’ championship on the Isle of Man on September 13. But it was not McRae who sealed Volkswagen’s brilliant championship win: Tapio Laukkanen finished the job for the Sony, Revolution Wheels and Pirelli-backed team with third place dn the Manx International Rally, final round of the Mobil 1 British Rally Championship. McRae, who had led the drivers’ championship all

season and won both the Welsh and Scottish Rallies, missed his chance of recap turing the crown he last won in 1995 when he rolled his car out of the rally. Laukkanen and his co-dri ver, Risto Mannisenmaki; endured few problems on their way to a solid third place in the Manx. Most serious was a punc ture on stage 13 which cost them around three-and-ahalf minutes. At the Douglas finish, Volkswagen’s Finnish pair ing was 13 minutes behind rally winner Martin Rowe’s Renault. , Mark Higgins was second, earning him victory in the drivers’ championship.

Steve' Bagnall of Volkswagen’s UK rally part ner team SBG Sport of Daventry said: “I’m probably the happiest man on the Isle of Man today. This place has dealt the team some cruel blows in the past, but this more than makes up for it.” Volkswagen Group UK’s marketing development manager Nick Berry congrat ulated Tapio, Alister and SBG Sport:‘This is history in the making for Volkswagen in the UK and, naturally, we’re all extremely pleased by the result. “Our commiserations to Alister, who had done every thing to deserve the drivers’ championship.” McRae’s accident came on

the second of Friday’s stages. Alister, 26 and his co-dri ver David Senior were unhurt in the crash, which happened after a bad landing from a jump on a flat-out straight - their car was vir tually destroyed. “It got a wheel on the grass, slid and then rolled into a gatepost,” said McRae, who was fourth overall at the time of the crash and eating into the leaders’ advantage. Though naturally disap pointed at losing out on the drivers’ title, Alister praised Higgins’ success: “Mark drove a great rally and he deserves the championship, even if he did win only one event this year while I won two!”

Well, hadtohoped my first Ivisit Indonesia was going to be a bit more enjoyable and successful than last weekend proved to be. I was there to drive the new Corolla WRC for Toyota Team Europe in the World Championship round there. Coral and I were partnering Didier Auriol and we had hoped to use the event as a decent shakedown for Rally Australia, but it wasn't going to be. Apart from a 15 km test prior to the rally on a really muddy, slippery bit of rally road, I had not driven the Corolla in competition before the start and, right from the word go, we had a problem. Our car was suffering from a problem in its antilag system, which meant the throttle was staying open after you backed off, which isn’t what you need on a muddy rally road. As Coral said, under those circumstances an overshoot started 400 metres from a corner and we actually finished up stuck on a bank for six minutes in the very first special stage. The service schedules meant we could not get the problem rectified properly before the engine was n damaged and, unfortunately, we were out before the first day of the three day rally was over. Didier Auriol didn’t have much better luck'than us he was out with electric problems in his Corolla on day two. ^olin while McRae leading crashed the rally on day two. The Scotsman limped to the next service park, but a damaged radiator meant the Subaru was out of the rally with a damaged engine. Tommi Makinen suffered a similar fate in the Mitsubishi. espite the fact that Carlos Sainz won the rally in his Ford Escort from his team-mate, Juha Kankkunen, Makinen still leads the championship, Manx International Rally Final round, Mobil 1 British Championship 1 Martin Rowe (GB)/Nicky Beech(GB) Renault Megane 3h 40m 08s 2 Mark Higgins (GB)/Philip Mills(GB) Nissan Sunny 3h 41m 13s 3 Tapio Laukkanen (SF)/ Risto Mannisenmaki (SF) Volkswagen Golf GTI 16V 3h 53m 28s 4 Julian Reynolds(GB)/ Steve Harris(GB) Ford Escort 3h 56m 37s 5 Neil Simpson (GB)/Steven Martin(GB)

but onlyrallies by eight points with three left in this year’s title,

ankkunen, under team orders, pulled over on the last day to let Carlos through to win the rally and partly bridge the 18 point gap Makinen had going into this event. Eriksson took third for Subaru, with Burns in fourth and Yoshio Fujimoto fifth in his Celica GT-Four.

We’re hoping with some more development time and the prospect of a three day test in the leadup to Rally Australia that we can get the opportunity to fully exploit the new little Toyota at our home event, If we don’t have the opportunity to test the car thoroughly before rally OZ, then I’d be tempted to run my Celica, because I know it so well and we have the settings I require already dialled In. It is never easy getting a new rally car to be truly competitive, especially a totally new machine like the Corolla - but, when it all comes together, the other manufacturers better watch out. over I A/ith Rally Australia v Va month away, my focus is on circuit racing with, first, the AMP Bathurst 1000, where I will partner Mark Adderton in the Pheonix Motorsport Camry and then, a fortnight later, I will share the Dodge Viper with car owner Ray Lintott and American driver Neil Hennerman in the GTP Showroom Showdown 3 hour race. The Camry may not be as quick as some of the front-running machines over one lap, but 161 times around the Mountain rewards reliability and that is what we will be looking for. The big Dodge will be just fantastic at Mount Panorama, with the torque up the hill being hard to beat and, as the brakes and handling have had some worthwhile work recently, we could be in with a big chance of a win in the VIO-powered machine. Volkswagen Golf GTI16V 4h 00m 14s British Rally Championship Find Points Manufacturers 1 Volkswagen (71), 2 Nissan, (69), 3 Renault (67), 4 Ford (66), 5 Skoda (47), 6 SEAT (47), 7 Peugeot (45), 8 Honda (40) Drivers 1 Higgins (122), 2 Rowe (112), 3 Alister McRae, VW (107), 4 Gwyndaf Evans, Ford (105), 5 Robbie Head, Renault (99), 6 Laukkanen (91)

26SeptembS[M

Briefly Historic n A consortium in New South Wales has purchased the entire collection of pho tographs and negatives belonging to the late Lance Ruting, one of Australia’s best known and respected motor racing photographers who passed away earlier this year. At one stage it was feared the collection may be split up to be acquired by differ ent interest groups, but for tunately a bid by trials and rally enthusiast Ben Seehussen on behalf of sev eral HSRCA members and Lotus owners now means that the collection(more than 230,000 negatives) will remain intact. “Ben took us on trust and put his hand up for a lot more than he anticipated,” said Jeremy Braithwaite, one of the members of the consortium.“Lance Rating’s work is an entire history of the sport in New South Wales in a single collection, and everyone who has com peted at national level since CAMS was formed is there,” he said. “The photographs go back to the Tasman days,there’s a bigger percentage ofthem in colom’than we expected, and they’re in good condi tion,” said Braithwaite. Drag racing, karts and trials are also included. n Another interesting Historic rally car has sur faced - this time the ex-Bob Watson 1967 HK Holden which won the 1968 Victorian Rally Championship. ^ According to cmrent owner Ted Perkins, the'HK was built and run by Preston Motors. A sister car was entered by Bill Patterson Motors and they competed as the “Holden Dealers Rally Team.” In those days rally cars were virtually standai’d road cars- the Holden Kingswood ran a 307 Chevrolet engine hooked up to a 2-speed Powerglide automatic transmission. It had a Sailsbuiy limited slip diff, disc brakes and bucket seats - all the desirable options of the time. Back in 1968, Bob Watson and navigator Jim McAuliffe drove the HK Holden to victory in the George Derrick Trial, the Akademos,the Blue Ribbon, the Experts, and the NorthEastern Trial and finished runner-up in the Cooper Memorial Trial to clinch the 1968 championship. If anyone has any nostal gic memories of old JYJ003, and some spare cash, Perkins is looking for spon sorship to help run in the event and may be contacted on (03)9580 1631. n Wliile work is progress ing steadily for the estab lishment of the Ford Heritage Centre as part of the $200 million redevelop ment of Geelong’s historic waterfront, the organisers of the annual Geelong Speed Trials have run into some difficulties.

The road that makes up the course for the speed tri als along Ritchie Boulevard has been resurfaced, but a problem has arisen over the minimum road width required to run two cars at a time. The authority responsible for the redevelopment, the Steampacket Directorate is co-operating in seeking a resolution of the problem fortunately John Lawson is both a long standing enthu siast and competitor at Geelong and is also a Steampacket Project board member! Director ofthe Geelong Speed Trials, Gary Grant believes that a positive out come will be achieved, but instead ofthe usual March date,the popular meeting will now be held in November. It is proposed the 1998 event will cover two days of activities (November 21 and 22), and will cater for all Historic classifications including motorcycles. n Meanwhile, over at Mallala the Austin 7 Club of S.A.featured its tribute to the foimder of Elfin Sports Cars by staging the Garrie Cooper Memorial trophy race for Historic racing cars. In spite of the inclement weather conditions some 200 classic road cars took part in the run from Adelaide to Mallala on race day,followed by a rather confusing parade of the track. The parade was scheduled for two laps, but the leading cars had com pleted three before all the field made it onto the cii'cuit. According to Historic buffIan Hobbs,there was everything there from Ferraris to Austin A30seven a Vauxhall hearse from the 1920s! For the firet time during the weekend,the sun broke through for the Garrie Cooper Memorial race, which then presented dri vers with some problems. The event was a handicap based on times recorded in the wet on Saturday, after which drivers had to nomi nate their race times for Sunday. Further confusion was created when the limit car (a Mini)had completed two laps before the scratch marker left the line, so by the time the chequei-ed flag appeared nobody knew who had won. Nobody, that is, except the officials. In the end, only two drivers had not exceeded their nominat ed times, and Bill Schapel was declared the winner in his MG TC, 13 seconds ahead of Ron Guppy’s Elfin 623 and the Elfin 722 of Sean Whelan in third place. Unfortunately a bout of ’flu meant that Lorraine Cooper, the patron of the Elfin Owners & Drivers Club was unable to attend the meeting and present the trophy to Bill Schapel, who apologised to the crowd for not winning in an Elfin. -BRIAN REED

The Time Machine

WHAT a trifecta! While Victorians were paying tribute to one of their favourite sons Peter Brock at Sandown on September 13-14, New South Wales was recallihg the exploits over the past 43 years of the Geoghegan brothers, Leo and Ian (‘Pete’), and South Australians were remembering the unique con tributions to motorsport of the late Garrie Cooper. The pity was they were all on the one weekend, and the hard task was decid ing which one to attend! '' Before the Tickford ‘500’(a fixture. ‘Brocky’ had won on nine previous occa sions), he and wife Beverly did a parade lap of the Sandown circuit in front of the adorning fans in Norm Bradford’s immaculate 1948 Buick Super 850 convertible. Following behind was a faithful recreation of Brock’s first competition car that set him on the road to fame the grey Holden engined Austin A30 which his son James has built up, and then the field of Tickford ‘500’ V8s with the Brock/Skaife Holden Commodore leading the way, not out of nostalgia for the veteran Brock, but because his car had secured pole position the previous day. Norm Bradford said “The Buick has carried a few celebrities in its day Kamahl, Diana Trask the year she

BEFORE and AFTER... Brock’s current HRT Commodore sits beside the superb Austin A30 Replica, built by Peter's son Jamie (pictured). All weekend the great man was mobbed by fans and well-wishers. (Photos by Thunoerpics/Agia and Suspended Motion)

sang at the VFL grand final. Big Bird at the 1995 Logies, and now Brocky. “I even drove Kevin Bartlett, but not the Kevin Bartlett race fans are famil iar with - KB, the Richmond footballer the year he was awarded the keys to the city at Richmond Town Hall.” When asked recently if there was anything in his career that hadn’t been

fulfilled, Peter Brock made the surprise statement that he felt he had not spent enough time with the public, I would have thought he was one of the best in this respect, and although he didn’t win on Sunday 14, I wouldn’t mind betting he’s still signing autographs, -BRIAN REED

Geoghegan Day at Creek Histories

EASTERN Creek’s Geoghegan celebrations began with a dinner at the Parramatta Parkroyal Ball room which was attended by more than 250 guests. At the entrance to the venue was the ex-David McKay Mk.l Jaguar, and a white Ford Mustang similar to the one ‘Pete’ drove with so much verve and success over the years, including four consecutive Australian Touring Car Championships. Both Leo and ‘Pete’ were moved by the occasion, and recalled stories of their respec tive race careers. The organisers at Eastern Creek included a grand parade of cars over two laps of the cir cuit with Leo and ‘Pete’ on pole position in an open Mustang.

There were rows of Mustangs and ‘humpy’ Holdens, and, with a couple of notable exceptions, at least one example of all the cars the Geoghegan brothers competed in - Jaguars, Holdens, Cortinas, the 600hp Ford Falcon belonging to David Bowden, Valiant Pacers, Chrysler Chargers, A9X Holdens, the Monaro sports sedan, and a host of Lotus the actual Elite Leo raced, Elans, Europas, Lotus 20, 22 and 32 - an amazing array. For Leo and Ian Geoghegan, the Eastern Creek meeting was a fitting tribute, and they played their part by presenting the trophies on the day and signing hundreds of auto graphs. - BRIAN REED

BROTHERS IN ARMS... Leo(L)and Pete Geoghegan

26SefMmW7 By MARSHALL CASS with JOHN CHAPMAN OVER 340 competitors were welcomed to the 7th All Historic meeting held at Eastern Creek on the weekend of the 13-14 September. With that number of cars and former notable drivers present it was a nostalgia smorgasbord. Although not meeting the heady days of the renowned Mt. Druitt and Warwick Farm era for the real enthusiast it was a tedious mission to fine the ultimate machine that one never tires of dreaming about. From the cars making up the competition field the fol lowing probably best repre sent the different categories and the events that make up Australia’s Motorsport histo ry; a Maybach, a Jaguar 3.41 Mk. 1, a Matich SR3 and a herd of Mustangs. The Maybach now owned and driven by Bob Harborow, was designed and built by Charlie Dean for Stan Jones and history records that it’s most noticeable success was against European style race cars by winning the 1954 NZ Grand Prix. This Maybach, powered by a former German Scout car engine, was one of three such cars and is likely to be the most successful of all Australian built specials. Ironically, these machines were eventually outpaced by the importation of Italy’s Maseratis and Ferraris. The 3.41 Mk 1 Jaguar, the grey pussy was brought to Australia by David McKay. It was great to see David in amongst the crowd and to be

Eastern Creek a huge hit

informed that he still work ing on his second book, a fol low up to “Behind the Wheel”. This car competed in and won its first race, at Bathurst in October 1958. This win was remarkable as this car, and other models like it, ended the dominance off Geoghegan and John French in their humpy Holdens. The Jag was then sold to the late Ron Hodgson and later campaigned in the familiar black colour of the Geoghegan team cars. This car has been magnificently restored and is currently owned by Chris Haigh in Group N and it appears in the original Ampol colours. Seventy six vehicles were entered into the Group N Classic Tourers and were split into two groups accord ing to performance. Mustangs were the order of the day, where Ross Donnelley was master of the day winning all his races for this tough category. Laurie Donaher was threatening at times in his Allan Moffat look-alike and was kept honest by the red XY Ford Falcon of Peter O’Brien. The new owner of the Geoghegan replica Mustang, John McKeon made the trip down from Queensland and enjoyed some success before the car developed the problem of not staying in gear. 'The Matich SR3 owned by Keith Berryman, was resplendent in its original

PRIDE OF SYDNEY...

Keith Berryman’s gorgeous Matich SR3 was one of the stars of the show. A MUST, OR TWO... Ross Donnelly and Laurie Donaher put on a great show in their Mustangs. (All Photos by Marshall Cass)

livery. Also attending which displayed Frank’s skills, was the twin cam SR4B in the hands of Brian Miller. Most people present would have been reminded of Frank Matich’s contribution to Australian motorsport as d constructor, engineer and driver. Pity that his some more of his F5000 were not in attendance. However, seen in the pits alongside the Geoghegan brothers signing all sorts of

n J r/£^t

GOLIATH BEATS DA VIDS... Glynn’s Lola had too much go for Carter and Farrell’s Marches.

’litihl memorabilia, was Kevin Bartlett and Colin Bond. It is feasible that sooner than later, we may see DJ, AJ, JR and one chap called Brock, join the seniors’ tour. Representing the noisy big-bangers, were six Formula 5000 and some interesting history was found on two ofthem. The Elfin MRS driven by Mrs David Doubtfire was built by Garrie Cooper in 1976. It was driven in 77 by Vem Schuppan with Ansett Airlines sponsorship. John Bowe later drove this car for the Elfin team, while it is believed that James Hunt also had a victory in the Rose City 10,000 at Winton. The Lola T400 which won the last race for this category on Sunday, driven by Mike Glynn, had won the 1976

CAMS Gold Star at the hands of John LefEler. It was later campaigned by John

Mike Glynn won the drag to the first comer and held that position to the che quered flag. But what was happening directly behind him was gripping excitement. At any time had he looked in his mirrors, he would have seen behind a different coloured car. Yellow for Richard Carter’s March, then blue for the March of Farrell, then blue and white of the McLaren of Max Warwick. Each driver held second spot several times, sometimes on the same lap. There were only two seconds between the first five Glynn, placegetters Farrell, Carter, Steve Webb’s Elfin 360 and Warwick’s McLaren. A great race to finish a very enjoyable week-

Wright.

This race was the race of the meeting. Joining F5000s in the same field and living up to their reputation by contributing to their on-track antics, were the inclusion of the ever competitive Formula Pacific cars. Chris Farrell in one of these, a 73B March, actually earned pole against the more powerful cars. Andrew Robson’s 1973 Lola T332 F5000 was favourite for the last race as he had won both previous races. However, on the line the car was stuck in fourth gear and was fortunate not to wear the field, you know where, when the lights end. turned green.

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■ The official video from the 1997 Targa Tasmania has been released, with this year’s video taking the viewer on a 2,000km run around Australia’s most beautiful state, in company with some of the world’s most exotic cars. Steeped in the traditions of great European road races like the Targa Florio and Miile Miglia, Targa Tasmania is now a famous event in its own right, with enthusiasts from the world over competing. This year’s video, for the first time ever, shows every one of the 183 cars in the event and includes exciting in-car footage from a num ber of them. Also, for the first time, the 1997 Targa Tasmania video has footage of all of the 39 Targa stages. Narrated by overall win-

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Sedans

■It 2T

85/930 turbo, guards red, 51,000km. Deadlock alarm, elect leather sports seats, Aust compliance. 4" Monty s/s exhaust system. No competition use. Always garaged. Concours winner. Exciting investment. $115,000, may trade, Ph: 03 6248 7077, 0418 120 441. m NASCARs (2), Pontiac race car. complete, ready to race, $22,000. Slab side VR Commodore ride and display car. $7,000. Jerico w/shifter, $4,000. Pit gear etc. Will sell the lot. Separate or dismantle. Ph: 03 9800 3111 . 11 Lotus Escort, genuine car, new 1760 motor, new brakes, new 14 inch Supalite's, registered and rv/c. Much more done. $12,500. Ph: 03 9486 9262. m

Offroad USA Import. Fox, S/Bros Hubs, (Floaters), Wright, Willwood, Saginaw, CNC, Centerlines etc. Big trav el, build a winner. $15,000 or $21,000 with full Albins G50 5 speed and V6. Consider swap 1, 2, 9 car. Ph: 048 836 906.

MK-2 Cortina Sports Sedan, Toyota 1G-GE six, 4 speed, 4.4 to 1, minilites, wing, rose joint suspension, alloy cage, perspex windows, spares, MUST SELL. Will sepa rate or wreck. Getting desperate. Offers? Ph: Steve 067 665977. in Commodore VL Thunderdome Sportsman. Near new motor, rebuilt M21, comes with trolley jack, tools, 4 spare wheels, radio system. Very urgent sale. $12,500 ono. Very negotiable. Ph: 03 9336 2999 (BH) or 03 6585 1397(AH) n

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Jaguar E Type Marque Sports Coupe, 6 cylinder, new engine, 3 x Webers, AP calipers, front suspension overhauled, 5 speed gearbox, extractors, 10" rims etc. $35,000. Ph: 02 4990 1699 or 02 4998 7345. n, Subary RS turbo Liberty rally car, 1995 WA Championship winner, not rallied since. Drummond sus pension, Button clutch, STI computer, Compmotive wheels, some spares and standard parts. $18,000. Ph: 08 9651 1461. ni AUSCAR Sportsman. Gene Cook-built. 253. Fully rebuilt g/box, in car radio system, 4 spare wheels, tools. Ready to race. Very negotiable. Urgent sale. $13,000ono. Ph:03 9336 2999(BH),065 851 397(AH).

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Bathurst Super Tourer, Vauxhall Cavalier (Vectra), entered for October 5 Bathurst 1000, would be very com petitive. Spares available inci engine, wheels etc etc. Also available for Bathurst only,.^3uy or lease. Full support given if required. Ph: Rob Tweedie 02 9817 5654. no

NASCAR Pontiac GP, genuine US built NAS6aR. Last raced Calder (undamaged). All spares, pit equipment included. Complete less engine, for sale due to family commitments. $17,500 neg. Ph: Dave Barnett 08 8388 4090 or 018 822 937, no Holden Commodore 1985 sedan, white. 310 engine. Heatseeker camshaft, M21 4 speed, LSD, 600 Holley. HM extractors, CSA rims. Group 3 body lit, air conditioning, clean machine. $8,000. Ph: Bill Cody 02 9938 4410 or 02 9969 2555. ,m

Mazda 626, 334ci Windsor, full manual C4. 3500 stall, 9" dift, Autometer, Hurst, full custom beige trim, half cage, fuel cell, Craggars, metallic green. Reg Nov 97. $17,500. Ph: 06 287 1829. no 1970 XW Falcon Wagon Charity Bash Car. V8. 4sp, 6 point roll cage chassis kit, rally suspension, proven performer, many spares. $3,500. Ph: 015 004 723. no Holden Jackaroo ex Mark Manns IGM sponsored Class 7 off road vehicle. Featured in many magazine arti cles. Old Road Registered. Many spares, Kusler shocks, g/box, diffs, etc. $25,000. Ph: 07 5592 4733 (BH), 07 5574 9100 (AH).’

Escort 2E Cosworth Sierra, normally aspirated, dry sumped engine, SG/CR gearbox, twin plate clutch. Make fantastic Under 2L Sports Sedan. $12,000. Ph: Glenn 03 6249 5003 (AH) or 018 132 509. 111

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4 ! i: iVi.

ill Mazda MX5 turbo. Stage 2. Fully adjustable suspen sion, upgraded brakes, hard top, full irjstrumentation, reg 5/98. Headrest speakers. Sprinted: 1,;53 Island, 2nd Tour DAdelaide, 191h o/right Targa Tasma'nia, 4th Three Peaks. Fantastic condition. $32,500ono. Ph: 0412 337 227. 111 Alfa Romeo Giulia Super 1970 Sedan. Complete, tidy, original unit, excellent machanical cond. Easy restoration. $5,750. Ph: Dean 08 8260 3577 (BH), 08 8370 / 9452 (AH), in Ford Sierra 5 speed manual, good condition, NSW rego. $12,000ono. Ph: 02 9958 0839 or 015 435 109. in Mazda RX-4 Coupe, less engine, gearbox, radiator, otherwise complete. Body, interior rough, RX7 alloy wheels, just taken off street. $600ono. Ph: 03 5248 3044 or 015 050 435. in Datsun 1000 Sports Sedan, full space frame, fully rose jointed, fully adjustable suspension, 4 wheel disc brakes, mid-mounted A14, 5 speed, wets, log book, trailer, spares package available. $18,000. Ph: Gerald 03 5977 7973 anytime, m

Ford Sierra turbo RS500, ex Seton 1992 Group A 580bhp, 6 speed Holinger etc. Totally original. $35,000 firm (spares extra). Ph: 018 162 762 (Sydney), I to

'{"{‘Jiili

LJ Torana Club Car, possible Group NC. Fresh 208 motor, XU1 gearbox, race seat, roll cage, complete with spares and tandem trailer with brakes, toolbox, tyre rack. $10,000ono. Ph: Steve 02 9824 9406 (AH) or 02 9752 1618 (BH). m

HQ race car. Well presented and very competitive, in race ready condition. No expense has been spared. Brand new Shane Lowe-built HP engine. Some spares. $12,000ono. Ph: Diego 0418 525 642. m Commodore VK Calais, 5 litre V8 auto, mechanically A1, colour coded, power options, original alloy wheels, immaculate cond, 11 mths rego. First to see will buy. UJE441. $8,500ono. Ph: 0414 372 956 or 02 4930 4529. 111

AUSCAR Sportsman, XF Falcon, brand new car, pro fessionally built, ready to go, reluctant sale. Fully enclosed trailer to suit. $17,500 the lot or will separate, Ph: Trevor 08 8231 5706 (BH) or 08 8263 2159 (AH). 110 HQ race car, mechanically OK, needs paint job, full roll cage, sealed engine, gearbox and diff. CAMS log book, only raced 7 times, urgent sale. $2,000. Ph: Bill Cody 02 9938 4410 or 02 9969 2555. no EH Group N. Five wins from last six starts. Immaculate condition, no expense spared. Top HP motor. Ready to race. An affordable racing classic. $7,500. Ph: Robert 08 8370 5134 or 0418 821 213. no

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XA GT replica, new capricorn blue, black Interior, has all GT gear, new 351, C4, 3.23 LSD, rego til 12/97, XA V84V plates included. Must sell $5,500 or best offer. Ph: 02 6545 3959. 111

Daihatsu Charade GT1, Gp N. Fresh motor, gearbox. Extensive spares inventory. Very tidy, quick little car, lots of fun to drive. $14,750ono. Ph/fax: 03 6456 6139. no Toyota MR2 1990, 5 speed, air, 82,000kms, 3/98 Old rego, immaculate cond. $22,500. Ph: 015 755 768. no GT Production Mazda 626 V6, Class D road reg 98. Pole in class last four tracks, heaps of spares, paid up for final 2 rounds. Available after Bathurst. $22,000. Ph: Phil 03 9306 5715 (AH), 03 9357 0855 (BH). no

Escort Twin cam, genuine Lotus-powered car, alloy rollcage, Minilityes with AOOIs, as new Hunimasler seats and racing harnesses. Stored for over 10 years. $8,500 Ph: 03 9580 9199 or 0411 855 704, 110

continued over page

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CATEGORY;

Cars: □ Sedans □ Open Wheelers General: □ Parts □ Engines □ Trailers

□ Speedway □ Drag □ Wanted □ Photographs □ Other

26Septeuiber 1997 LX Torana Hatch. X Modified . n lues: ,

HQ,suit young mechanic/panelbealer for build-up. 202. 3speed gearbox x 2. 3.55 diff plus spare LSD. Spare steer ing and suspension. $500 neg. Ph: {leave message) 02 9540 1494. no Mazda RX7 rally car, numerous spares including gear boxes. engines, wheels and a spare body. Car needs some tidy-up work. $9350. Ph: 03 6456 6139. no

l^ery competitive. Fully ad|ustable gearbox, all instruments, alui .ir„ijm fi«=i tai seat and 5-pomi harness. Helmet riel. P!en' . ‘ n (fVt; rrinded $2,500 Ph: Troy 07 5491

HQ race cars (2). One new Gene Cook motor, one used Richard Farnam race motor, plus two spare motors. 4 Cobra seats. 4 harnesses. Race one and have one spare. $9,500 the lot. Negotiable, will consider split. Ph: 03 9793 5588(BH)or 0418 361 399. loo

Mazda RX7 Club Car, 12APP, 5 speed quickshift, series VI calipers/discs, Harrop full floating rear end, 8 point steel cage. 15” alloys, 1.49s at Eastern Creek. Raced 3 times, plus dual axle trailer with tilt ramps. $19,500. Ph: 0417 337 485. ilO Jaguar XJS,Targa Tasmania developed road registered racer, 5 speed Getrag, TWR wheels, suspension, body kit, .Twin plate clutch. Haltech, extractors, new bearings, injec tors etc. $20,000. Ph:02 4990 1699. no Torana A9X sedan, unrestored condition, all matching numbers, $15,000. Reg AX 901. Ph:02 4421 5300. tlO Walkinshaw Commodore shell, ex Bathurst, one of only 40 made. Full roll cage, all fibregaiss bits, complete electrics, dashboard, some spares, comes with original log book. $7,000. No offers. Ph:03 5996 5609. no

Sports Sedan, Cortina, full space frame, 350 Chev, top loader, full floating 9", fresh engine, gearbox. Very fast, reliable complete oar with spares, ready to race. $22,500. Ph: 02 4943 5488(BH), 0411 727 558(AH), no Escort 1972: Lotus twin cam, 1760cc, Minilites, reg 1/97 AEH 07F $7,500ono. Ph:02 9450 2506. no Porsche rolling body shell, 1994 C2, wide body LHD, power steering, ABS 993 brakes, std suspension, fuel tank etc. $20,000ono. Ph: Tony 01.8 286 002. no

Nissan Bluebird Sports Sedan, 355 ci Chev. 9' ditt. Ford g/box. Simmons wheels, top ten finisher. Full set MLDS wets, trailer. 12 spare tyres, all time sheets, many extras. $18.000ono. NSW. Ph: 047 774 708, 02 9623 7936 or 018 476 895. iw

Cortina TE, 250ci, newly built Never raced Plenty spares, suit street stock stai; Beautifully p':jared. Forced reluctant sale. :5U0 5127 7338 or 035127 4309. n n

'>3

Ooen WheeUrs

Mk2 Cortina Sports Sedan, Toyota 1G-GE six, 4 speed, 4.4 to 1, Minilites, wing, rose joint suspension, alloy cage, perspex windows, spares. Reg trailer. Holds two hillclimb records. Getting desperate. Offers? Ph: Steve 067 665 977. 108

Mazda R100 turbo, 400+ hp engine. Supra, 9 inch, Momo, Simmons, harnesses. All mechanicals new. Engineered, registered. Extremely fast, reliable. Best of everything. Ideal race car. Will consider trade. $16,500. Ph: 0419 602 633. .oo Fiat, 1969 124 Sports Coupe AC. Needs paint and reassemble. Excellent body. Suit race. Historic rally or re shell. $750ono. Ph: 03 9889 1149. 109 LJ XU-1, purpose-built Group N (C). White/black, full trim. Strong fresh motor on Webers. Detroit locker, watts linkage rear. Full cage/race seat/harness, extra instrumen tation, isolator switch, battery in boot. Hoosiers and Yokohamas. Spare panels, wheels, springs included. No expense spared project ready for serious Historic or Targa/GP Rallies. $11,500. Ph: 018 632 267 or 06 241 3862(AH). TO Torana LX Hatch, 253 V8, Aussie 5 speed. Banjo LSD, alloy cage, drop tank, hotwires, good tyres, straight, digital stereo. Unregd, needs tidy up, runs well. $4,000. Ph: 03 9802 5806(AH), to

Supercar Commodore, Perkins-built car. Chev engine. In pristine cond, quickest Priv car (has done 13.2 at Bathurst). Reluctant sale, consider lease for Bathurst, Phil Ward 018 27J 323 or 02 9817 5560. to XD Falcon, XF panels. 460 C6 4 link rear clip (not fitted) with shortened, braced 9" Summer Bros axles, XF rear discs, billet alloy Dragway Draglites with M&H rubber, coil over shocks, XF dash, Fairmont velour seats. Unfinished project. $6,500 Ph: Jason 0419 364 361. to Mazda RX5 rally car, 13B rotary, 5 speed, Koni sus pension, LSD, rally setas, 4 pt harnesses, roll cage, Halda. Many spares. Regd RX 050. Ph: 03 5143 0896. to

Nota Fang (Type IV). Classic Australian sports car. Everything either new or restored, rare example in near concourse condition. Current NSW registration and possi ble Historic racing eligibility. Must sell. $15,000. Ph: 0411 083 536 or(AH)02 9558 5484. to

Formula Forl. Van biemen l-il-yi complete condition, Dorian timer Huge spares package - engine wheels, panels, ratios, etc. Serious callers only. Available now. $33,000. Ph: 0418 507 260 F^:03 5439 5177. -n March 793 F3/AF2, interesting UK/Aust history, eligible historic 1998. Complete with Golf engine MK9. spare wheels, ratios, corners, even sliding skirts, j39,500 Ph 08 8260 3577(BH)or 08 8370 9452(AH). nnn

Superkart- Gladiator, Yamaha YZ 80 W. totally rebuilt very competitive kart. National #1 1994 and 1995. heaps of spares, new tyres, ready to race. $4900. Ph: Brett 07 5482 2229 Bus/After Hrs^Formula Holden 89D Reynard, for sale or lease Huge spare package, $48,500. Ph: Mark Potter on C“it; 353 642 or 039764 4866, or Greg on 0414 857 241. n Kart, with KT11J motor, new exhaust, only one meeting old. 3 bearing axle, good paint work, black m colour r.c.c Complete with spare set of tyres. As is SI.200 Ph; 01 6004 after 6pm. ^

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Nissan GTR, 1991 Australian delivery, original Nissan specs, full service history. Mo competition use. Metallic dark red/grey interior. Zenon alarm, immobiliser. $59,990ono. Ph: 03 9793 5588(BH),039775 7515(AH). 109

Ferrari 275 Spyder. Class winner, GP Rdfiy. twice class winner Geelong Sprints - 13.68 seconds. Class win ner, Phillip Island, Oran Park. Winton, Mallala. Rob Roy 26.91 secs, Tarrengower 46.36 secs. Docile, with out standing performance. Ph/Fax: 03 9551 1837. ra Datsun 1600, 5 speed, 1800 motor, white, no rust, extractors, wide wheels, new sports exhaust system, stereo, long reg, RWC. Clean straight body. $2,800ono. Ph:03 5334 6364(AH), to HQ Holden sedan,202 manual. Strong motor, gearbox, diff. Suit HQ racer or road. No RWC. $500ono. Ph:03 9587 6109(BH). TO

Fiat 2300, red. white strip, 6cyl, 3 Del Ortos, heaps of spares. Super reliable, competitive in 2600 class. Great fun car and it's different. All this for only $3,000ono. Ph: 044 217 386 after 6pm. to A

"-T

Commodore VH V8 rally car. Fresh, major overhaul, all right bits, super strong and quick Victorian rally reg. Spares. $14,000ono Ph: Glen 03 9701 3313 (BH). 109

frrr:

Toyota Supra 1988 Turbo, genuine 1991 Bathurst 12 Hour winner, still set up for racing and is road registered. CAMS log book, very quick car with plenty of extras. Immaculate condition. Must sell urgently. $18,750ono. Ph: 0414 797 999. to Commodore Cup car. Only three meetings old. As new cond. Supra gearbox, some spares. Ph: 019 402 319. to Falcon XE Sports Sedan, fully prepared and ready to race, full steel engine, dyno at 530hp, dry sump, full float ing rear end. Fabricated front and rear suspension, rack and pinion steering. Heaps of spares. Genuine price (no time wasters), POA. Must sell. Ph: 02 9905 5814 (BH), 018 556 798 (AH), to

Mini. Excellent original Cooper 'S’, professionally built to be very competitive, but not run. Easily made into a road car. Some spares. $10,000. Ph: David 03 9870 0744 or 018 377 327. 109 Ford Anglia 105E deluxe. Good body strip down, no gearbox or motor. Plus 2 litre Escort motor and diff. Good lor classic racing or restoration. No reg. Ph: 03 9808 5622 or 0418 749 403. to Datsun 260Z 2-seater, pre cvatalytic converter model. Rolling shell in exc cond. Suit circuit, rally or for complete restoration. Also spares. $3;500. Ph: 0199 60228. to

●T/' oiisi

Sprintcar Chassis Kit, 1991 model Hi-Bar, all panels, nerf bars, engine plates, pedals, etc. Very straight. $800. Ph: 03 5248 3044 or 015 050 435. ’iFender Benders NSW 1 VC Valiant, nil miles since engine rebuild only six meetings old. Also Mowra 05. Both complete ready to race, must be sold, these cars are win ners. Offers? Ph: 0418 970 646 or 02 9525 3430. Ford Falcon XF Modified or Production Sedan. Proven car, ready to race. $4,000ono. Chevy Monza Super Sedan rolling shell, plus spare diff. $1,000. Ph: 02 6963 6367 or 02 6963 6276. in Cortina TE Modified Production, methanol motor. 8 spare wheels, McCreary tyres, needs some work. Spare diff, ERW tube, cage, fibreglass panels, $3,000ono. Must sell. Ph: 06 231 7818. no Mod Rod, Foy Classic, KSE p/steer, quickchange diff. fuel cell. Autometer gauges, c/mount front axle. Pro shocks, fresh paint, new body, sell less engine, as roller. $7.000ono. Ph:02 4959 2185 or 0414 686 929. no Modified Production Commodore VL, Nissan RB30. Carillos, Ross pistons, Motec, injection or carby. adj sus pension, Koni, AFCO, Tilton, all the best gear, heaps of spares. Will separate car, engine, trailer. $12,000ono the lot. Ph: 06 258 9519 or 0414 853 45. to Torana Hatch Modified Prod. V competitive, ad)sus pension. 4 speed, F/G seat and belts, all instruments, ally tank, all electrics, ally rad. 4/w discs, 12 wheels, heaps spares Less motor, $2,500, Ph: 07 5491 2251 Or 07 5491 8185(AH). TO

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Rare EBII Falcon SS. Only 5 built. Oar won 1993 Australian Production car Championship. Fully rebuilt including back-to-metal respray. 5 speed manual. Recaro seats with matching upholstery. 27,100 km. $25,000. Ph: 043 676 706. to Lotus Cortina race car, red/gold, 207hp with ultra c/r box, Salisbury diff etc. Race ready V8 beater, low kms on engine. $27,500. Ph: Pro-Duct 02 9758 1377. to

Super Sedan, VN Commodore. Winters quickchange diff, wide five, Willward brakes. Engineering power steering, complete and ready to race, less motor $12,800. Ph: 0418 514 444 or 03 5176 2257. n. .

Litre Sprintcar, QLD 39. Chrome moly Gerhardt low bar chassis. Kawasaki 1175cc fuel injected engine. Halibrand quick change diff. Well presented car comes complete, ready to race, less trailer. $6,500 or as roller (less engine) $3,500. Ph: 018 783 332 or 018 798 994. ●» Holden Rod, VC Commodore VIC 46, comp car, Hussey motor, auto with JAP. Good looking car with racing rubber. Urgent sale. $4,500. Ph: Robert 03 9876 5356 or (J412 362

NOTA CLUBMAN, Group M log book, ex Jacques Sapir, Ron Davies etc. Recent front to rear rebuild. Ford engine, Holinger gearbox. BMC rear end, new Dunlop Rs, new custom trailer, huge amount of spares inci 8 diffs. engine blocks etc. Well known car with excellent competi tion history. Nothing to spend. Genuine and reluctant forced sale. $21,950 with everything. Contact Len Shaw on 03 9787 0856. .m

BEWAVS

141

Formula Ford Van Diemen RF94, 95 update. Pen+ke shock, excellent condition. Running. $30,000. Pf- K'". Wade 08 9401 5643 (AH), 08 9458 4586 (BHl

Formula Vee Renmax, ready to race, excellent .v,. Kleinig engine, superb cond, meticulous!’, nan-' ne-n regular top 10 oar throughout 1996 $7,00(1 Pf Cfi'is Cummins 02 9709 4655 (BH), 02 9876 3446 (AH)

r.-- \ W 4

655. TO

Compact Speedcar: Datsun 1200, Hilborn injection, Streader rear end. spare rims and tyres, Reg trailer (ACT) with box. Ready to race. $9,500. Ph: 06 241 5686. to Fender Bender, VC Valiant, Nowra 05. rebuilt motor, best of everything. Front running car in any club. Ready to race with spares. $2,000ono. Ph: 02 9525 3430 or 0418 970 646. TO

Gordon Clubman (Sports 1300). front running car top ena hp Datsun motor, straight cut C/r gears, DatsiEligible Group Q Historic, with simple bodywork, in:.Tides trailer, spares, body rroulds. S15.CXX). Ph: 08 Sen 8855 (BH), 08 8379 2242(AH). ●.■’

26September m/ Seca 3 Sports 1300/Historic, 2 1300cc race engines and 1 1600CC, Alfa C/R gearbox, 4 whel discs, mounted wets, competitive, reliable, total restoration 1996. Semi enclosed trailer, $12,000 ono. May Separate. Ph: 07 5543

Dragster, 192 in 15x15x33 new slicks, 9 in 31 spline, 2 speed 5000 Dominbalor stall, Autometer s/I tacho. Pro Control, flatbed trailer set up for small block. Add engine, go racing. $10,000 ono. Ph: John 070 362 333(Cairns), loo

Formula Vee NG Elfin. Brand new Elliott Bond motor

Blackjack Commodore. Winner 1996 Grand Finale. Complete with trailer, separate engine and trans, rolling chassis only, tandem trailer Only. POA, Make a fair offer for complete car or separate. Ph: 02 9821 3688. to9

(zero miles), hi flow manifold, Bilsteins all round, Aeroquip lines, new panels and paint. All top equipment, proven record (94 NSE Champion) very quick in novice's hands. Lots of spares, immao cond. $10,500ono. Ph: 03 9598 7558(AH), no Formula Holden Reynard 94D. Complete rolling chassis in immaculate condition, wilh an extremely limited race history (stored since 1994), Shipping to Australia in early October after thorough inspection. $47,500 landed. Sales tax and freight paid. Can assist with spares or con version, may consider F Holden engine and/or conversion as part exchange. Ph: Steve Kelly 08 8371 3700 or 08 8297 9741 (AH). 1 10

Parts TerraBIpTnewlriotlel 303 Hlus"^se3Trmi?faII^nl7Tn box with instructions. New $850, sell for $550, Ph: Nick Brittan 02 9979 8882. m Romac all steel high performance balancer to suit 289/302 Windsor. Neutral balance, timed for driver-side timimg pointer. Brand new, never used. $270. Ph: 076 271 497. m 2000 twin cam Alfa engine and five-speed gearbox , with all accessories. Ph:07 3294 6888. m

Dinkum Classic' .43 large private collection, al: race Holden 308 engine, complete with alloy heads, roller cars. Fords, Holdens, Jags, Nissans and more. Will separate rockers, head and main stud kit, Romac steel balancer, Ph:07 5596 6169 9.30am to 2.30pm. IK) good rods, forged pistons, MSD ignition, alcohol Predator carburettor. $3,000. Ph: 02 6775 2120 or 0412 426 485 (Armidale). no * Reco 250ci engine, alloy head, crossflow. Jones Racing cam, all new parts, spare block, pistons, etc. Never started, reluctant forced sale. $600 ono (03) 5127 7338 or (03) 5127 4309 BE QUICK! toe Holden V8, 280ci (4.6L). Chev rods, Zolner pistons, Jones cam. Group A oil pan, Rollmaster, Crane Rollers, Ported heads, complete manifold to fan. All new and balanced, $5000. Ph Chris of Geoff 0419 334434. 109 Ford 351, 4MAB crank with top loader and box mounted Historic photos, seventies and eighties. Brock Johnson, shifter. Has run 13s in XY Falcon. Needs freshen. $2000. Call Richards. Senna,Prost etc, B&W and colour Majority unpub Jason(0419)36 4361. 109 lished. Tourers, F5000. FI. sports. Also 2-litre, V8s, SOOcc. Group A Holden engine. Completely rebuilt. New Perkins Fax for details. 02 9960 6552. m heads. Used by Mark Poole Bathurst '96 (best lap 2m15.8s). Driver, A+B Licence, highly experierrced advanced, acci $22,000(08)8524 8131. James Rosenberg.,m dent-free record cars. 4X4s, trucks. Family man, needs full Race engine. Ford 351 Cleveland. Nesco block. 4V heads, time employment. Mechanical knowledge. Ideal private roller cam, dry sump oil pump (complete engine). Doug Nash 5-sp gearbox (brand new)POA Must sell(02)9905 5815(BH) chauffeur. Drive anything, anywhere, anytime. Immediate or 018 55 6798. roe start. Ph: 08 9343 2507, fax 08 9247 3952. ilO Mazda 13B Bridgeport, race engine. Professionally Dinkum Classics, 1/43rd 93VP, 95VR Bathurst winners built, as new condition. Selling to finance other project, $225 each or $430 pr, 1/24lh VL Group A Walkihshaw $340 $2500.019 97 8037. loe or $750 the lot. All mint cond, only 99 of each produced Ph: Nissan RB30, Carillo rods, pistons, solid cam and lifters. 03 5971 1165(AH), w Extensive head work, triple plate clutch. Dry sump oil Books, The Great Race Vol 1-10, all in pertect cond. $500. pump. With MoTec Injection and carby, good HP. $5800. will not split. AH 07 3262 2395. kb Ph 062 589 519, 0414 485 345, .oe Racesuit, Simpson, for female size 10/12. Mid blue, triple layer, excellent cond. $400. Ring work(03)9567 4161, home (03)98731103. KB Go-Ped, the fold away pit bike, with bag. $730 (049) 59

Trailers/Transporters

8555. KB

Models, Onyx 1/43 1988-89 FI sets, some 1990. Sports prototype, most of '88, some '89, all of '90. All BAM. Valued $1700, offers. 049 598555. kb Drives available. Formula Ford, Formula Ho/den, plus OLD and NSW State Championships Join winning learn for 1998. Ph: Greg 075446 7611 or 0418 797 038. <«

F2 Mantis, 93 model, third Sportsman 95. Nissan Pulsar engine, Hewland Mk9, 2 spare engines, ratios, wings, sus pension, wets. $28,500.Ph: Mark 0418 531 797 or 03 9720 7249. no

Vector TF 94FF. Fantastic bargain opportunity to step into a late model FF. Comes complete with engine, gear ratios, and new fire bomb. Vectors won the 1994 British FF Championship. Competitive car in the right hands. Bargain at $24,500 firm. No tyre kickers please. Ph: Les Crampton 03 9701 0806(AH),03 9776 4266, 0412 386 315. 109 Formula Holdens, for sale or lease (at attractive rates). Reynard 92D complete, Reynard 91D complete, Reynard 90D complete or rolling. Hocking 911, aluminium, rolling. Ph: Chris Hocking 03 9796 2066(BH). 10 PRB Clubman, fully developed race car, road regis tered. Motec quad, butterfly injection, Quaite Gearbox and LSD, extractors, genuine 200hp engine, 3 sets rims. $36,000. Ph: 02 49 90 1699 or 02 4998 7345. no

Ex Greg Murphy Formula Holden Reynard 92D, Simoco Pacific Ply Ltd offers for sale this race winning Reynard, Chassis #023. Comes as raced in 1997 Championship season. 4th AGP, 3rd Calder. Fresh engine, Penske shocks, fire bomb, fully o'hauled calipers. Complete ready to race with spares available. Priced to sell at $75,000ono. Call Bruce Williams. Ph: 03 5335 8788 or 0418 349 555. 1.0

Wanted Wheels, 4 off composite alloys. Simmons rims, Mawer cen tres. 15" dia 10" wide. Suit Torana or Holden, with chrome nuts and screw-in valves. $780ono. Ph:03 9801 8504. m Rally tyres, set of 4 Dunlop SP83R 185x165 R14 radials as new condition. $500. Ph:0354 762 686. 111 Brake calipers - twin front caliper from Datsun 240K, suit rally cars + brake upgrades. Only $90. Ph:0412 337 227. Ill Mazda MX5 standard parts, including exhaust, f&r shocks and springs, front brake rotors and calipers, radiator, clutch. Ph:0412337 227. 111 Commodore VN V8 TS 5-speed gearbox and all parts to convert auto to manual, from flywheel to diff. $1,^. Ph: Ross 024956 6339 or 019 450 874. Ill Boss 302 Webber manifold $1,000 (firm). 289/302 Windsor Webber manifold $800ono. T/bird 4 spot Kealsey Hayes front calipers, one set new, $250 each, plus used pair $400. Ph:02 9652 2818. n, Carillos, heavy duty Buick V6, 6.5" length. Jaguar D-Type cylinder head, originated from Ian Cummins D Type featured front page August "Unique Cars’. 351C crankshaft, balanced, micro polished. Ph:024324 3526(AH), m Nissan GTR (Godzilla) performance parts. 3" stainless exhaust, front to back $1,000. 260kmh speedo (Australian delivery)$1,000. Ph: 0412 337 227. nt Injection, Enderfe USA Holden 202 red. Also V8 metering vqlve, nozzles, pump. Halibrand quick-change. Bord and Beck triple plate clutch, GMH spline. Vertex 4cyl magneto. Ph/fax: 02 62531351. tio Diff breather tanks $90, tire tapes $9, alum seat large $150, MSDTMSD 6 al $265, $330, LW fuel lights $29, Heavy duty kill switch $68. Bead breakers $90, Hyme joints 3/4 $17. Zip tyres 100 x 7.25 $12, lOOmph tape $12, roll bar pad $10, Box t/offs 200 $35, Holley carb parts, neck brjices $45. Ph: 07 5599 8763 or 018 740 522. no Body kit, BMW E30 2 door, M3 lookalike front and rear bumpers, side skirts, 4 guards. Easily fitted, suit road or race car. Make an offer. Ph: Greg 024285 9155 or 0411 785 915. no Holden 2 speed modified auto transmission, tap dri ven, all fittings including oil cooler. Ideal for Speedway. $750. Ph:Les 03 5726 9298. no

Clubman 1300, 6734 2259. m Nissan U-D Turbo transporter, 6 speed, prof, built pan, large belly lockers. 1/range tanks, long reg, comfortable, clean, reliable, impressive, selling well below cost to finance Super Tourer, $18,500 ono. Ph: 03 5248 3044 or 015 050 435.

Getrag 5-speed gearbox to suit 600hp V8 for Sports Sedan. Ph: Ross 02 4956 6339 or 019 450 874 (Leave

Trailer, tandem alloy wheels, torsion suspension, electric

7469(AH).- ;-i Position wanted. 31 year old male wilh class 5B licence, thirteen years interstate experience, looking for work as transporter driver or general hand. Ph 0412 402 982.

brakes, unt^ertray ramps, winch, wheel rack, spare attached, sifyer grey, excellent condition. $4,500. Ph.Graham 03 9429 5696 or 03 9824 7777. It

Race car trailer, 42 ft fully enclosed fibreglass sided semi trailer. Carries 2 full size cars. Extras include hydraulic tailgate lifter, brand new air ride bogie suspen sion, brand new axles, hubs, brakes etc. Undercarriage storage compartments, side access door, rear roller door. $47,500. Ph: Geoff Develin 0418 628 090 Canberra. ni Fully enclosed trailer, 22ft long, tri axle, canopy, air conditioned, work bench, grinder compressor, winch, 240v/12v. Lots of storage, tows extremely well. $10,000ono. Ph: 03 9532 3550 (BH), 03 9799 1464 (AH). ..0 Tandem trailer, 1800 x 4500, tilling, ramps, winch, load sharing suspension, light truck tyres, electric brakes, RWC, 12 months rego. $2,450. Ph: 07 5535 6266. no Isuzu 1984 28ft Pantec, winch, ramps, bench, tool lockers, tyre racks, storage lockers, water tanks, CB radio, phone, 240 and gen. tail gate loader. $22,000neg. Ph: 03 5943 2294 or 015 820 883. no Car trailer, suit open wheeler, 1 yr rego, hydraulic brakes, ramps, winch. Ph: 02 9623 7777. 110

Engines

CKe^5^HeIKan3n^owtIeno3^^Tegren5ar^Iumff

Drag boat. Delmarco hydroplane, complete less engine, with extras. On stainless steel dual axle trailer. $8,000 neg. Ph: Ian 02 9631 9775. ..0 LH Torana drag car, 95% complete. 9" diff, minispool, 4 link steering, new wheels and MT tyfes. Engine plate, trans mount, tubbed, roll cage, seat, low lines. $6,000ono. Ph: Des Curnow 02 9821 3688 or 018 242 157. kb Drag Car, Sports Sedan Mitsubishi Galant 2 door, lull Bond alloy roll cage, enlarged tunnel, complete new paint, no interior. Selling to finance other project. $3,000ono. Ph: 019 978 037. .09

urn heads, matching manifold. Grower crank, JE pistons, T&D roller rockers, dry sump, 650hp, strong motor. $16,800. Ph: 03 5176 2257 or 018 514 444. in Porsche 914, Type 4, 2.0 litre. Recent rebuild, IDA Webers. Mahle pistons, complete with 5 speed gearbox, exhaust sys tem, engine sheet metal for 914. $3,000, will separate. Ph: 08 8349 6104 or08 83392942 (AH). ... Chev 366 engine, complete. Dash 10 Brodix heads. Magneto. Triple Plate Clutch, Super Starter, Crane Overhead gear, Roller Cam and lifters, Draime Carb, Lunati crank, LA Cryptonite Rods, excellent condition. $12,500 ono. Ph: 0418 130 459 or 03 6844 91 IT... NASCAR engine, Chev 9.5 to 1. New block, Lunati crank, Carillo rods, Wiseco pistons, Isky cam and lifters. Timing chain set, valves and springs. All machining and prep, by Keith Darton, Charlotte USA. -Done 2 races since new, comes with Quartermaster clutch, flywheel, Tilton starter, headers, power steering pump, etc etc. $15,800 Ph: 03 9728 6915 or 0416 323442. .09

ToIlerTfnoiTnTSS

Trailer, carries 6 Formula Fords or 4 Formula Brabhams. Single axle, fresh paint, belly lockers. Crane to lift 1000kg. reg. $18,000 Ph Brett, 08 9242 2208. 1.0

Other

RS5uIl^^neT«Ts"'TanIy^75^7oI^WW^rannam

BT46. Other early ones. Protar FI Sports Car videos from 60s - 70s. Ph: Andrew 049 484 472. Ill Number plates: GODZLA - Vic plates, currently held al Vic Roads, white on black. $3,000ono. Ph: 0412 337 227. ... Sparco Formula One driving suit, best-known ovmer Nicola Larini (Ferrari test driver). Last used Adelaide GP. $1,000ono. Ph: Alan 02 9979 8616. in

message). i n One video tape of 1997 Tickford 500, just for a week. Please. Please! Ph: Eric 0417 118 955 or 03 9568

Historic Formula Ford wanted, prefer in good condi tion. Ph:03 9459 8274 or 0419 356 819. ■; NASCAR 01 front-running team based Melbourne Eastern suburbs requires 2 experienced NASCAR/AUSCAR people. However, if you have access to a prime mover, join our crew and low our rig. Ph: Andrew 03 9758 0448 (BH). no HQ Thunderdome fuei cell. Ph: Andre 08 8723 1020 or 0418 838 491. no Formula Vee, condition not important, but prefer m working order.'up to $3,000. Ph: Michael 03 9893 3424 or 014 807 501. KB Ford Sports Sedan, rolling shell only, from XA-XC Coupe, XD-XE Sedan or Capri. Ph: 019 600 256. TOO Transporter. Tandem axle semi-trailer to 45ft. Drop deck typfe preferred, need not be fitted out, but in good condition. Ph. Chris 03 5987 2691. 109 Videos: This is your Life, with Brocky; Rounds 1-5 SATCC 1997; V8 Supercar photos ol Seton, Murphy, IngalL Will pay for videos, postage, photos. Contact Roe, P.O. Box 514, Katoomba, NSW 2780. 109 Gregg Hansford signed 1993 Bathurst photo. Ph: Richard 03 9827 9882 (BH). kb Job wanted, in marketing, sales, anything in motor rac ing industry. Sydney-based, ambitious and keen. Please ph (047) 51 7670 or 0418 767 665. .09 Book, The Great Race Vol 10 (1990) Allan Grice/Win Percy year. Must be in reas cond. Please contact Anthony (Wk) 03 9208 1227. or Ah 9387 7695 kb Valiant 16:1 steering box and steering shaft. Must be in good condition and reasonably priced. Ph: 03 5476 2686. 1.)

You've just looked at over S1.6 million dollars worth of cars and parts for sale in Motorsport News Free Classifieds.

$1.6111

Let’s face it, there’s no better way to sell your motor sport equipment than in Motorsport News - it’s free and it works!

Tell 'em you saw it in Motorsport News p

COIVIIVIENT

26Seplembef M Only one spot for Brock 0

0(0

Dear Sir, In regards to Nicolas Hogios’ thoughts in the last edition: October 5, Bathurst - Foreign Category, Foreign Cars, Foreign Engineering, Foreign Drivers (and Brock in a 4 cyl Vauxhall?). October 19, Bathurst - Australian

Editorial David Hassall

Tony Glynn

Category,

S; iLt*;'

Co-o.-. cm Ltoi

Viv Brumby

Advertising Manage'*’ Gerald'McDornan

Mark Genders, Carrara, QLD

Administration

Thanks, lads

Managing Director Chr.: Lambden

Dear Sir, I would like to take this opportu

Contacts 89 Oirong Crciceni OiulfieM North VIC 3161 (PO Box 1010 North Caulfield .3161) Phone: 03 9527 7744 Fax: 03 9527 7766 Email: msnews@ozonline.com.au

I CompuServe: ioo237,iies

Contributors General: Mike Kable, Jon Thomson, ' Brian Reed, Darryl Rack F1: Joe Saward, Adam Cooper Europe' Oueniin Spurring, Ian Bamsey, Gwyn Dolpfiin US: Bruce Smitfi, Phil Moms NZ. John Htiwkins Speedway. Dennis Newlyn, David McNabb, Wade Aunger, Geoff Rounds, Mark Neale, David famont, n Chris Metcalf, Sue Hobson. Michael Auwell Tony Millard (UK) Rally. Peter Whitten Drag Racing. Gerald McDornan, Gieg Ward Jon Asfier (USA), Dave Ostaszewski (USA), Nick Nicfiolas, Steven White, Ken Ferguson, Scott Jug Super Speedway. Martin Clark (USA), Biett Swanson Karts Ian Salvestrin, Alltin Roark, Graeme Burns, Fdsvard Krause, Photographers' lAT, Dirk Klynsrfiith, Zoom Photographies, Neil Hammond, Nigel & Diana Snowdon, Brad Steele. Tony Glynn. I hunder-Pics. Marshall Cass, Mike FJarding. Brisbane Motorspoa, Frank Midgicy, Jofin Bosher, Phil Williams, Mike Patrick (UK) Ov

fv^otor^pon Ply Lid ACM Mo 060 179 928 ('■' .‘.lo’ C L^mbdcn 0 Kw.i:!, 6 fiiiTO

Publisher: C Uimbrlen Printed by: Wilke Color Distributed by: NOD Lid

I’m a Ford man, but I know where Brocky belongs. Dates mean nothing; there’s only one traditional Great Australian Race.

Advertising

MOTORSPORT NEWS l.(

Cars,

Australian Engineering, Australian Drivers(and Brock in a V8 Holden !).

Phil Branagan etr-i;

Australian

Lonver

Sene (eoeri tc Talk

(i year - Z6 iiiuesi Australia Owr^fai (Air Mail) New Zealand. PNG Mala>'^ia, Indonesia Phillipinei. HK. Japan US. Canada

ground than anything else. At Wanneroo, Murphy was fined $500 for an incident that was not his fault and then, a week later at Mallala, Ingall hits Skaife hard enough to bend a rear axle, which

Phillip Island round of the State Race Series on September 6-7. Being my first meeting, the plan was to circulate and stay out of trouble, but another driver took care of that, drilling me in the side during a practice session! I had moved to the edge of the track, but that still wasn’t enough room for him.

racing.

The fans want to see good, clean »

get my car to a stage where I could compete on Sunday. To these guys and my own team, thank you very much. David Brown, Geelong, VIC

Everyone loves a Murph Dear Sir, I am writing this short letter to give Greg Murphy a huge rap. I have seen him on numerous occasions in 1997, most recently at Oran Park. On these occasions, I have had armp full of stuff for him to sign. So, I just want to thank him for his time, patience and for being a damn nice guy. I would also like to wish him all the best for Bathm'st and I hope to see him at Amaroo in November.

Melanie Brooker

Hormones for Tiny Tim Dear Sir, With regards to Russell Ingall, “The Enforcer,’’.who is under fi re

Fuiopi*

AS 160 AS I '/O AS 180 AS ZOO AS.? 10

Po.si or fax 10 addfess aPovc

ADVERTISING WORKS. IT’S THAT SIMPLE! Call Gerald McDornan on

03 9527 7744

Wake up! You’re fighting for position and, if you’re the one behind, the onus is on you to get past safely

and cleanly.

would love to see the Yanks com¬

K Smith

peting here more,in any event. But the promotion of the Great Aussie No. 1 is always the issue left unsolved.

Bankstown, NSW

My idea! Overseas drivers must

qualify. To qualify, they must run so many events in so many states. Maybe three races in three states and a similar program if they hap pen to do the dirty on us all and win the Australian Title.

Train Spotter? Dear Sir, Congratulations Channel 10 on your efforts to date this year. Just one point from the Sandowri 500 telecast, which you will need to improve for Bathurst: Driver identification. Even I

make

could tell that Terry Finnigaa was at the wheel of the Alcair

Australian promoters and fans even happier, with the quality of fields in Australia improving with

Commodore early on, not Peter Fitzgerald as you called it. Make sure you have a trained

it’s growing popularity, as well.

spotter at Bathurst! PS: Don’t feel bad - the course

This

would

seem

was driving the Shell car. Michael Overton Mt Waverley, VIC

Bathurst details, por favor

Adam (didn’t get a surname), a team member for another Club Car team and the Victorian Fire and Rescue Squad generously gave up their time on Saturday evening to

A1 Bj

commentators took nearly 15 laps to realise that Bowe, not Johnson,

Dear Sir,

Cl M

Mobil

Just writing to request some information on Bathurst 1997.

^ciecoR!

I plan on attending the race weekend and I am looking for an

i NO, TIM SCHENKEN (left) is not taking a bribe from Tomasz Mezera. Tim Schenken should grow some balls and get some control over the races. Lachlan McGillivray Rochester, VIC

Aussles are number one Dear Sir, There has been talk for years about letting overseas Sprintcar drivers compete in the Australian Title. Although most Aussies would be more than happy to see this, they don’t want to see it won and taken overseas, never to be seen for 12 months, Austr alian promoters would have heart failure. I’m sure. Todd Wanless is a perfect exam ple. After winning the great Aussie Number One, he toured around the country with great interest from fans interstate, who now had a chance to see a talent they other wise would never have seen. Most would agree that they

SKIS

-ir

from most of the V8 Supercar teams because of his aggi-essive dri ving style. But, since the ending of the good behaviour bond, Tim Schenken has laid off and the first corner of each race resembles more of a battle

And guess what, Russell, if another driver outqualifies you, he doesn’t have to let you through during the race like you suggested on RPM.

.“refee'-.. iWC:,The sa(T of Motcr'i'iv cr-.

Opinions r.xprr^sed in Mororsporf ere* r. j nocess<V!l>' those of AusittHi;<si.in Moto'spo*: Me^vs y.y 1 td Of Its suiff. ●Rpro''*vrrt.'n{Jed CfvJ rnaxifiium oci.e any

Subscriptions

in turn sends Skaife into Brock, turning him around and nothing is done about it.

Wahroonga, NSW

.Vr.iierMi published Uy MOTOR^POR] MEWS a copyt'qlv iirid m:jy no' Df* .n full or m ● prt»r wltfioul me vt’crtcn permi‘;s:on o( !he , pu’jli.she' f rcd'inr.e ronrribuBoris nrc v.elromf’ ■ ;ind w oil v ciKen. ALisHHi-isi'in Molorspoft Mews Ply Ltd does not .rjc.ep! rr’sponsiLxl'ty lof d-iniDgr cr loss of nvite'i.n subnhfNxJ.

nity, if I may, to thank some people who recently helped us. Our team competed in the Club Car class (in a Mazda RX3) at the

I love your work, Murph - you’re* the best. Browns Kcl Qc'tj'ion 168

back end of Larkham’s car during the first lap ofthat race?

Drivers like Danny Smith, who frequently visit our happy island, would be able to compete in a race I feel they deserve to be a part of This could only have positive effects on Sprintcar racing in Australia, which is constantly sought after. Ben Morrison West Geelong, VIC

Calling Russell Ingall

agenda of the weekend’s events, entry costs and that sort of thing. If you can help me out with this info, it would be greatly appreciated. Grant Brinkmann Mount Isa, QLD ED: Yes, Brinkman, but ■which date? If it’s October 5, you’re going to, contact the Bathurst Event Management on (02) 9679 1000. If it’s the October 19 race, t.ry IMG on (07) 5588 6888. Whatever, have a good week end.

Semantics

Sure it doesn’t say more along the lines of ‘insufficient evidence to

Dear Sir, With regards to the Bathurst 1000 and Australian 1000. When 1 was reading ‘talk converter’ in your magazine, issue 104, I was disappointed to see Nathan Wong say that the Australian 1000 was a “pretend IMG race.”

prove,’ rather than completely clearing you? I was standing on the inside of the track at the Karussel that

The IMG race is far from being pretend, although it is not on the traditional week; but it is the traditional and proven race and is the

morning; you haven’t fooled me. By the way, what happened to the footage from the in-car camera that was so clearly focused on the

race that will pull the biggest crowd.

Dear Sir, Russell Ingall, maybe you should go over the hearing report on your incident with Larkham at Lakeside once more.

Lachlan McGillivray Rochester, VIC

By Barry Foley

.MY CROTCH STRAPS OfF AT THesE ^ SUHPY tracks X

. V

photograph by Andrew Hall

2f^v %p

/ ●/ f

f t

Pi 'VJ

4f Fear Is hi fhe air

●i3 r^r

Murphy/lowndes -

.*●●1

■-.*■