Motorsport News Issue 112 - 24 October-November 6 1997 by V8 Sleuth

$4.20 INZtS.gSIncIQST}

‘Sr

●; V ■

3^:

■■.Mi

anwGEsranE§

f: -k^cja /AUSTRA’iJA A

y -7

■ V«^V

●P

F/' Tr

■■ii-

,^j

k :

'■ "n .t-

z i .

■;●;

ff '

^ ●> “"F!

■'3e^' ■t.

’ --

#■

■

t. ■j, fi.' -(j V

^;-

●■

●

240doter199/

Gardner doubt By CHRIS LAMBDEN

WAYNE

Gardner’s Coke

Commodore team may have run its last race.

Gardner is unsui’e of the sponsor ship future of his team and, before leaving for his sports car commit ment in Japan this weekend, said that it was very much under a cloud. “I don’t have any sponsorship commitments for next year yet,” he said. “Fll be seeing both Coke and Donut Ring when I get back next week, but I’m not that hopeful of getting sufficient budget together to continue.” At this stage, Gardner has promised his tight-knit crew work until the end of this month. “Obviously, I want to carry on. But without a workable budget I won’t.” Gardner believes the category has to work harder to cut the costs associated with racing if the num ber of Level 1 teams is to be main tained, never mind grow: “It’s a great category to race in, but as I keep pointing out to them, it’s stiU too expensive for Australia. ‘You need $1 million to run a car at the top level and the chances of finding that much in sponsorship in this country isn’t good at present.”

END OF THE ROAD?...A distraught Wayne Gardner climbs out of his Commodore at Bathurst. (Photo by Mpix) Although going out of the Primus 1000 Classic while leading was bad enough in itself, a strong result was what Gardner had hoped for to boost his sponsorship bid. “There’s nothing like walking in there and dropping the Primus

1000 trophy on the table,” he said. “But, in the end, WGR did the job. The two things we contract out are our tyres and the engines, “It was the engines which let us down and that’s an area we will have to look at. The engines in both

cars have holes in the sump ... “Ideally, you want ever3fthing inhouse, where you can monitor it that’s why Larry is so strong. “But the team itself did everything it could and we went out while we were leading the race.”

1998 Webber linked to Primus McLaren F3000 1000 date set By JOE SAWARD and DAVID HASSALL

McLaren is expected to run a Formula 3000 team next year in Europe next year with engi neer David Brown looking after test driver Nick Heidfeld and a second youngster. This could be Mark Webber, but the young Australian has not yet signed for Mercedes and such a drive has not yet been dis cussed. Webber said this week that he was still unsure of his racing plans for 1999 and had not been asked about the F3000 team, although he has had discussions during the year with Brown because of Mark’s Mercedes association. Brazilians Max Wilson and Juan-Pablo Montoya are the favourites for the drive, however, while the involvement of Mobil might even bring Craig Lowndes into the picture. The team will be sponsored, like the FI team, by West, Mercedes and Mobil. A Formula 3000 budget is small change to the big FI combines and coverage can be increased dramat ically. This will also please FI boss Bernie Ecclestone, who has long been trying to establish a more professional F3000 which he can promote more effectively. Ultimately, we believe it is Ecclestone’s aim to have two Divisions of FI, running on alter native weekends. This will enable

HIGH HOPES ... Mark Webber (centre) at Bathurst with CAMS President Peter Bready and World Karting Champion James Courtney. Webber collected a $5500 cheque from the Australian Institute of Sport to assist him to race at Macau next month. Formula 1 Holdings to generate a great deal more money. The planned BAT Reynard team will be doing the same as McLaren and we expect the Prost will follow suit in 1999. Jordan is also looking at a simi lar idea and has just announced a scholarship scheme for Japanese drivers to prepare them for FI. The deal is mainly a way to keep Mugen and Honda happy without having to run a Japanese driver in one of the Jordan FI cars. Aguri Suzuki has announced his plans to promote young Japanese drivers and, although the two

schemes are not officially linked, we believe that Suzuki’s scheme will feed the Jordan Scholarship program. Autobacs Racing Team Aguri (ARTA) is intended to be like the old Elf driver scheme in France, supporting drivers through the formative stages'of their careers. The scheme will find seven can didates in its first year who will be coached by Suzuki and others and will begin competing in the Suzuka Racing Formula. The entire scheme is being sup ported by the automotive parts company Autobacs.

AVESCO has set November 15 as the date for next year’s Primus 1000. Chairman Tony Cochrane confirmed the move to midNovember (exclusively revealed by Motorsport News last issue) “to build up our own traditional date”. “However, should the first weekend in October become available, then we would look at moving back to that date.” The move from mid-October became necessary once CART announced that the 1998 Gold Coast IndyCar race would move to October 18. The date change was one of a number of items of interest cov ered during a press conference on Saturday morning at Bathurst. Announced were: l An eight-year contract between IMG and the Bathurst City Council to conduct the Primus 1000 Classic; l A four-year agreement with Network 10, taking the category through to the end of 2001 which, according to Cochrane, guarantees AVESCO in excess of $4,000,000 in fees for the life of the contract; l A four-year contract for a major support race at the Qantas Australian Grand Prix through to the end of 2001. - CHRIS LAMBDEN

n (,

Bathurst ratings down Despite a record race day crowd, 52,000 according to the organis ers, TV ratings for the Primus 1000 were a little down on those for the Bathurst 1000 in 1996although the race annihilated its opposition programmes on Networks 7 and 9. The Ten Network rated an average 14.7 nationally from 7am to 5pm,compared -with 19.3 in 1996(and 15.4 in 1995). Two weeks earlier, the AMP Bathurst 1000 rated 11.3 on the Seven Network,clashing partially with Ten’s Bike GP coverage. Last weekend’s V8 race peaked at 24, while the Super Tomer event managed 22. The effects on the ratings ofthe existence of two Bathmst races and their close proximity are, of comse,immeasurable... n Bathmst saw the debut of a new electronic checking gadget by TEGA.The latest product from Motor Sport Electronics looks for any variation in crank shaft speed and spark frequency as a means of policing possible traction control software. The system was fitted to HUT’S Lowndes/Mmphy car, Larry Perkins’ Commodore and the Falcons of Dick Johnson and Glenn Seton. AH fom came up smelling of roses. n In case anyone thought the issue was going to go away. Primus 1000 Classic winner Larry Perkins re-iterated during race week that “I expect this to be the last Bathmst race I do vnthout a Control tyre ...” n Michael Schumacher has hinted he might leave Ferrari if they faO to win the world title next year. “IfI’m to blame (for not taking the world title), then Ferrari will have to draw the consequences,” he said last week.“And if we don’t make any progress in devel oping the car, then I will have to look for another work place.” n AVESCO Chairman Tony Cochrane has suggested that the Sandown 500 may be moved to a season-starting spot in February, much like NASCAR’s Da3ftona 500 in the US. Whether this would be instead ofthe scheduled SATCC opener or whether Sandown’s round would be moved to later in the series was imclear. n John Bow&has established a defensive and advanced driving school. Based at the Point Cook RAAF base in submban Melbourne,the John Bowe Institute of Driving offers pack ages for corporate and private clients. Bowe will be actively involved in conducting comses around Australia as his racing schedule allows. n Peter Brock will be the spe cial guest this weekend at a func tion to honom another man by the same name-Father Peter Brock. The priest concerned is the long-time musical director ofthe Newcastle University Choir and Orchestra. Interestingly, Fr Brock was bom in the same year as Peter, announced his retirement in the same week (last May)and will retire in the same week. God works in mysterious ways ...

4 24October 199/

BMW drops its Bathurst appeal THE 1997 AMP Bathurst 1000 has officially been taken out by Geoff and David Brabham (right). BMW Motorsport Australia settled the result the week after the race when it decided not to proceed with the appeal against the disqualification of Paul Morris and Craig Baird. The car was disqualified after cross ing the finish line first because Baird had exceed the three and a half hour time limit for continuous driving. The team was also fined $54,000 for the error and may still pursue that mat ter with the CAMS appeal establish ment. There will also be no further action on BMW’s appeal against Brad Jones’ reinstatement in the results for the Winton round of the BOC Gases Championship. Jones was disqualified, then reinstat ed, over an incident which saw Geoff Brabham bundled off the road in the first race of the day. The appeal was turned down by

GERHARD BERGER: “I am very tired." (Photo by Nigel Snowdon)

AMSAC and Jones will now go into this weekend’s penultimate BOC round at Lakeside with 110 points, 26 behind

Morris and 10 behind teammate Cameron McConville. -PHILBRANAGAN

2-Utre Creek 500?

FAR from the threat of having the AMP Bathurst 1000 fall over and disap pear, there is a possibility of the Super Tourers hav ing their own Sandownstyle 500km lead-up event. While there is no date or venue set for such an event, it seems that the possibilities are either a late-August/ early September pre-

i .

Bathurst event at Eastern Creek or in Melbourne, or a post-Bathurst Wellington 500 in New Zealand. TOCA Australia Chief Executive Kelvin O’Reilly would not comment directly on the rumours, but did admit that a race of that type is “a long-term possibility”. We have not had any dis cussion with the ARDC about an event at Eastern

Creek,” he said. “But we have been approached to do an endurance race with another circuit.” O’Reilly also said that the Wellington event, which has been cancelled for 1997 at least, would be a good thing for the category. “We have had approaches from them, as have, as I understand it, AVESCO. My understanding is that.

should they raise the level of sponsorship they are looking for, an event could happen. “Asia is a fairly important area for us and any large event which happened in the region would receive a posi tive response. “But the only date we have for Eastern Creek next sea son is the BOC Gases round for June 6/7.” -PHILBRANAGAN

mbrose in the UK

AUSSIE Marcos Ambrose finished 10th in the Slick 50 Formula Ford World Final at Brands Hatch in England last weekend. The 21-year-old from Tasmania qualified fifth in his heat but a problem at the start of the race saw him fall back wards in the pack and he was in ninth place by the time the race finished. That meant that he missed automatic seeding into the final by a single place and had to go into the repercharge in order to make the prestigious race. Starting from the front row, he maintained second place aU the way through the race and easily qualified for the final. In that race he started all the way back in 26th position but came through the field consistently to make it up to 10th place by the chequered flag. The event was won by Dutch driver Jacky van der Ende, ahead of locd Richard Tarling(Mygale). “I always knew it was going to be tough and the aim was

Team Australia disappoints AUSTRALIA has fin ished a disastrous 13th in the Nations Cup at Donington last weekend. Stephen White and Ian Agnew had all sorts of problems with their Martin Donnelly Motorsport cars and could only qualify 18th and 24th respectively in the wet qualifying session after White had been fourth fastest in the wet practice session. Agnew, who had never driven one of the cars before practice on Thursday, had been ham pered by a broken bolt in the front anti-roll bar, which was not discovered until the race day ‘warm-up’ which was held in cold and foggy

conditions at the English Midlands track.

In the races White held his position and joined in the battle for 15th place, but could not gain any positions and finished in 17th. In heat two much of the race was run behind a Safety Car and White fell back to 23rd with an engine problem. Agnew finished 19th in the first race, but was excluded from the results for passing under a yellow flag. In heat two, having been forced to start from the rear of the grid, he finished in 20th place after struggling with a flat battery. The teams prize went to Italy, despite the fact that a Brazilian driver, Wagner Ebrahim, won both heats.

first of all to qualify for the fiinal and finish in the top 10,” he said. Ambrose drove for the Duckhams works Van Diemen in the event, reuniting Van Diemen co-founders Ralph

Firman and Ross Ambrose, Marcos’s father. A week earlier Ambrose made his European debut in the Formula Ford Euro Cup round at Brands, qualifying and finishing in eighth place.

Ambrose has raised some interest from some of the British teams with his perfor mances and is believed to be talking to several teams about racing in the UK next season.

WORTHWHILE TRIP... Stephen White tested a Formula 3 carfor Martin Donnelly while he was in the UKfor the Nations Cup.

Berger retires By JOE SAWARD

GERHARD Berger, one of the most colourful charac ters in Grand Prix racing over the last 13 years, has announced his retirement but the Austrian has left the door open for the future. Berger told reporters in Vienna that he needed a break from the sport. “I am very tired and exhausted and I want to ded icate myself to my family,” Gerhard said. “It’s necessary for me to live without the sport for a while. “But if you look at the examples of Niki Lauda and Nigel Mansell, you can see it is not easyjust to quit. “Maybe I will drive again in the future if there is an interesting offer available.” At 38, none of the Grand Prix teams want Berger any more, despite his 209 Formula 1 races and his 10 wins. He has raced more than any driver other than Riccardo Patrese and he

twice finished third in the World Championship (1988 and 1994). He was lucky to emerge unscathed from an enormous fiery accident at Imola in 1989 when his Ferrari hit the wall in Tamburello, where his fnend Ayrton Senna died in a similar accident five years later. Berger is unlikely to remain in retirement for long. He was an enthusiastic and brilliant touring car racer in his youth - he con tinued racing for BMW until he joined Ferrari in 1987 and the Munich marque will no doubt be keen to see him back with them again. At the same time, his vast experience in FI engine development may prove to be very useful for the BMW men as they prepare for the com pany’s return to FI in 2000. Always a clever business man, Gerhard leaves FI with a vast fortime, far more than many of the men who won World Championships in his era.

IMG to drop Supercar role

IMG is to withdraw as the marketing agent for V8 Supercars and also relin quish its shareholding in AVESCO. The move follows confir mation of IMG’s role as 60 percent shareholder in the promotion of the Primus 1000 Classic for the next eight years (the Bathurst Council has 25%, AVESCO 15%) and avoids possible clashes of interest between the marketing of AVESCO as a whole and the Bathurst race. The AVESCO Board will consider what to do with

IMG’s shareholding at its next meeting, which may or may not occur before the group’s AGM on November 5. Its options are either to reclaim it for majority share holder TEGA, or introduce a new equity partner. It will, however, come as no surprise if Sports & Entertainment Limited, the new marketing company formed by former IMG men James Erskine and Tony Cochrane (currently filling in as AVESCO Chairman), ends up playing its part in the revised AVESCO structure and/or AVESCO’s marketing.

24 October 1997

Brock's final farewell

and, yes, he had a red hot gE r-

Trust to help others

aam

By CHRIS LAMBDEN

PETER Brock completed his last lap at Bathurst, not in 05 as he’d hoped, but in a Holden Jackaroo, late on Sunday evening. The last, quiet lap was with Ms children and two long-time crew members

from HRT.

Brock remained up beat, despite Ms relatively early retirement from the Primus 1000 Classic, his last race. “If I’d been running around in the 2:14s or 2:15s, with Skaifey carry ing the car, then I should have retired already,” he told a makeshift mid-race press gathering. “But when you’re run ning at the front, the car is running beautifully, you’re controlling the race, then you can say, ‘Hey,that’s great’. “I actually feel a sense of calm. I don’t feel let down, angry, disappoint ed,frustrated. “Everyone in the team gave it their best shot. “As I think I’ve said before, ifI had an epitaph, it would be ‘He had a redhot go’ and that’s what the team did today. “It’s been a very inter esting period for Mark Skaife. “He came on board after a couple of difficult years and wMle Fve had all tHs other stuff going on, he’s coped with that and shouldered the main load in setting up the car. “Thank you, Mark, for the job you’ve done. I

Minardi gets Ford MINARDI has secured a supply of customer Ford VIO engines for next sea son. These will be prepared for Minardi by Cosworth Racing in Northampton and are expected to be of a similar specification to those which will be used by Tyrrell. The announcement means that Brian Hart will not be involved in FI next year with an engine carrying his own name. Hart does not seem to be too worried about the future but will not confirm that he has worked out a deal with boss Tom Arrows Walkinshaw. Hart has missed three of the last five Grands Prix working on his new VIO and we expect that this will appear in the back of the 1998 Arrows. - JOE SAWARD

couldn’t ask for anyone to have done it better. “If logic runs the world, then Mark Skaife will be in an HRT car in 1998.

PETER Brock created some curiosity on the podium at Bathurst when he told race fans he might need their support in a few months.

“To be 52, having had the career I’ve had as it unfolded, to have experi enced motor sport’s highs and lows, all the recent extra-curricular activity knowing I was retiring, to find myself in a race car leading the most presti gious race in Australia at tMs time, Fve been snuled upon...” While definitely ruling out a future in politics, Brock confirmed his con tinued interest in driver training, public speaking, his expanding TV career and -later - the setting up of a special project, a Brock Trust (see separate story). He is also throwing his weight behind environ mental group Greenfleet, an initiative to involve all ratepayers in funding tree replanting. Brock also hopes to play a part in brokering some form of peace between the warring V8 and Super Tourer factions:

MEDIA SCRUM... Peter Brock is surrounded on the grid of his final race. (Photo: Dirk Kiynsmiih)

We can tell you that he was referring to the Peter Brock Community Trust, designed to help “all sorts of people”. The fund will he adminis tered by his management company, Advantage International, but Peter and Bev Brock will personally select the recipients. The fund will be launched next month at a testimonial dinner, the profits from which will go into the fund. - DAVID HASSALL

/!»

(M OMW^(m

“Ideally, I’d like to see us revert to one Bathurst race,” he said, “but firstly we have to stop all this backwards and forwards bickering which is hurt ing the sport. “It might be that we have to accept separate races on separate dates, but there has to be a way to do it wMch is better for motor sport.”

Tyrrell climbs down By JOE SAWARD

KEN Tyrrell has given away the struggle as a rebel in the dispute over the Concorde Agreement and has signed a letter of intent to become a signa tory to the new 1998-2008 deM. This means that Williams and McLaren are now the only teams still holding out in the fight with the FIA. Tyrrell’s decision appears to have been a financial one as it is rumoured that the team has debts of around $2 million. But, as we predicted in August, the team announced a major new sponsorship deal with the YKK zipper company, the world’s largest manufacturer offasteners. YKK employs 33,000 in 47 coimtries and has a turnover of $8 billion.

The deal was brokered by the advertising agency McCann-Erickson. The estimated $12m which the Concorde Agreement brings will certainly help the team over its current prob lems.

MEANWHILE, Tyrrell has confirmed that test dri ver Tora Takagi will be rac ing with the team next year is going to bring two new backers from Japan. The 23 year-old has been the team’s test driver this year and has completed, almost 2000 kilometres at the wheel of this year’s Tyrrells. Takagi is a protege of for mer Tyrrell driver Satoru Nakajima, who is officially the team’s sporting director - although he has not been seen at many races this A/EIV DRIVER... Tora Takagi(centre) with Ken Tyrrell and Satoru Nakajima. year.

24 October 1937

Thrust breaks the barrier IT’S

official the ThrustSSC has officially become the first car to break the sound barrier, but only after a series of near misses and an inabili ty to make a pitstop... Thrust broke the sound bar rier twice, but it missed an ofi&cial record the first time by being 52 seconds slow getting back on-course. The rules state that backto-back runs must be made within 60 minutes, and Richard Noble’s team JUST missed.

The jet-powered car streaked across the Black Rock Desert at 764.168 mph then made a return trip at 760.135 mph, accompanied both times by a soft sonic boom muffled by a porous hardpan. But a drag para chute failed to deploy on the first run, and the car overshot the end of the 13-mile course by 11/2 miles. It took 61 min utes to turn the car around and position it for the second sprint. “So near, and yet so far,” Noble said. But two days later, the team nailed it. Pilot Andy Green went 759.333mph on his first run and 766.609mph on the sec ond. And, this time Green made his second dash with about five minutes to spare. Under the rules, the record was set at 763.035. The speed of sound, which varies according to weather and altitude, was calculated that morning at 748.111mph so the record was provision-

Ron’s sound 4 barrier dreams go boom

'r V

-f

i’.

c 'C’k..

,’J^

■*

McLAREN’S dreams of building the first car able to travel faster than the speed of sound evaporat ed when Richard Noble’s Thrust SSC jet-car set the first supersonic world land speed record in Nevada’s Black Rock Desert. McLaren announced back in December 1993 that it intended to build a car to rival Thrust and Dennis reckoned that his team could produce a car - called Maverick - capa ble of travelling at 850mph. The plan was for a two and a half year program involving a special com pany called McLaren Advanced Vehicles, head ed by Bob Bell. The project never took off and earlier this year Bell quit the team to work with Benetton in FI. -JOESAWARD

€

Fifty years after The Right Stuff

THRUST SSC’s feat of breaking

Andy Green made the run (pic-

Now 74, he repeated his feat

the sound barrier on land came 50 years and a day after pilot Chuck Yeager first broke the sound barrier in the air above Edwards Air

hired, LAT Digital) 24 hours too late for a remarkable coincidence. Yeager, now a retiied General,

and flew an FlSjet fighter through the sound barrier in ceremonies at Edwards to com

made the. flight in an experimental rocket-powered Bell X-1 plane.

memorate the anniversary of his flight.

Force base on 14 October 1947. ally set at Mach 1.02. “Tt’s been a magic morning,” said a beaming Noble. “It’s a heU of an achievement.” The new mark broke the old record, set by Green three weeks before, by nearly 49 mph. Noble, 51, set the land speed record on Oct. 4, 1983, at 633.46 mph. Green, 35,

broke that mark on Sept. 25 with a two-way average speed of 714.144 mph. From a hilltop, five-time land speed record holder American Craig Breedlove, who had hoped be the first to break the sound barrier on land, watched the two sprints, It was a beautiful run. You

could see the shock waves,’ Breedlove said. His Spirit of America was the first car to top 400 mph, 500 mph and 600 mph in the mid-1960s, and Breedlove had tried unsuccessfully to beat Noble to a new mark. In the compound across the desert, Breedlove took the

Spirit, of America out for sprints of 517 and 530mph on Sunday in runs that covered just 1 1/4 miles. His best speed this year is 531 mph. At the end of Green’s two historic runs, his team rejoiced. “We have achieved what we set out to do,” Green said. ‘We are finished.”

... SO he makes Junior, Baird and Luff ready for Lakeside some changes IS-dHll !Y

THERE will be some thing old and some thing - and someone - new at Lakeside’s BOC round this weekend. Steven Richards will miss out on the penulti mate round of the series because of a lack of ready engines in his Valvoline/Cummins Nissan Primera. But his dad will get something new. Jim

WILLIAMS

found out on Monday that the rebuilt Bathurst engine for the Volvo Dealer Team Australia’s 1996-spec 850 arrived back in Australia from TWR on Monday and so he will drive the newer of the two cars this Sunday. The ‘someones’ are led by Steven Johnson. After his fourth place at Bathurst last Sunday he will take on co-dri¬

BATHURST

be prepared by Nigel Barclay. Baird will be racing in a third BMW Motorsport Australia BMW 320i, in a bid to help points leader Paul Morris get a break o on Audi his rivals Cameron McConville and Brad Jones before the final round at Amaroo Park two weeks later. - PHIL BRANAGAN

Race Team Merchandise

^tou€iZ!Z

THERE has been a 5 change in the manageo ment structure at

as●— 'ma-.z

IBi

RIVALS?... Baird and Johnson’s Falcon.

First ^ Australian

Bathurst 1997

TOURING CAR ENGINEERING LIMITED

RENAULT

ver Craig Baird in the CPW Motorsport BMW 318i. Also running their first BOC rounds are Warren Luff and Blair Smith. The Sydney youngster will drive the Honda Accord he shared with Julian Bailey in the AMP Bathurst 1000. Smith will drive the exCameron McLean BMW 318i, which will

^ Caps ^ Polo Shirts ^ Jackets

Mail order forms available now Ph 029907 7107 l Fax 029948 5459

In Primus 1000 Bathurst Pits Rodney Forbes' Formula Ford Information Manual. A4 size with black ring binding

Reward for return or information leading to return. Please contact Rodney Forbes

02 9450 2100 or 0412 27 57 67

^ S I I ^

McLaren with Ron Dennis becoming chairman of TAG/McLaren Holdings Ltd and giving up his role as managing director of McLaren

-| International. He is to be replaced by the team’s operations director,.Martin Whitmarsh. It remains to be seen whether the change is a significant one for the team or whether Dennis will simple continue to direct operations as he has done in the past. In his new role, Dennis will be responsible for overseeing not only the McLaren FI team, but also TAG Electronics, TAG McLaren Marketing and the various compa nies associated with road cars. Whitmarsh has been with McLaren since July 1990, having joined the British team from Aerospace when the com pany closed down its operations in Weybridge. -JOE SAWARD

240clobef1997

n Tom WalMnshaw has been named Man ofthe Year by the weekly British car magazine Autocar. He follows in the footsteps of such industry luminaries as Ford’s Jac Nasser, Fiat’s Paolo Cantarella and BMW boss Bemd Rtchetsrieder.

Williams drops its appeal By JOE SAWARD

Teams worried about foul play

THE Williams team has withdrawn Jacques Villeneuve’s appeal against his exclusion from the Japanese Grand Prix. Villeneuve finished fifth in the race at Suzuka and the withdrawal of the appeal means that he has lost the two points he gained in the race. The French-Canadian will now go to the season’s finale at Jerez in Spain this week end one point behind Michael Schumacher in the Drivers’ World Championship. The regulations allow for an appeal to be withdrawn after the event, the only pun ishment for a team being the loss of the fee which is paid when an appeal is lodged (about $8000). The regulations do not give any indication what would have happened if Villeneuve had collided with Michael Schumacher at the start of the Japanese GP. The entire affair under lines the fact that the FIA

lose more than his two points from Suzuka if the case went to the FIA Court of Appeal. “If Williams would with-^ draw their appeal, I can imagine that the court of appeal would stick to the two points deduction,” Mosley .said. This is exactly what happened, which suggests that, while the FIA International Court of Appeal may be an independent body, it can still be influenced by the FIA President.

Harald might tip the scales by trying to block me,” Schumacher told the German magazine Der Spiegel, It is worth noting that both Villeneuve and Schumacher have suffered only one mechanical failure this season, If the pair finish equal on points, Villeneuve will win the title.

^ l

n \

●A I

TITLE FIGHT ... Jacques Villeneuve and Michael Schumacher will have the gloves off when they go head-to-head at Jerez this weekend.

stewards - who are supposed to have “supreme authority” at races - have no power at all as any decision they make can be appealed and that appeal can then be with drawn before the case is heard.

The FIA Court of Appeal has the power to increase or decrease penalties inflicted by the stewards and may also fine an appellant one million French Francs ($230,000) if the appeal is considered to be “frivolous”. Villeneuve was excluded from the Japanese GP for ignoring waved yellow flags while under a suspended ban for the offence. It was his fourth such incident this year. Jacques was not the only

offender - Heinz-Harald Frentzen, Johnny Herbert, Rubens Barrichello, Michael Schumacher and Ukyo Katayama were all sanc tioned for ignoring the flag but as ViUeneuve was imder a suspended ban he had no real defence and was duly excluded from the event. Williams made the deci sion to withdraw its appeal after FIA President Max Mosley was quoted on German television suggest ing that Villeneuve might

On Urn m i

■ Sotheby’s recently sold the helmet Michael Schumacher used when he won the 1996 Italian GP for US$40,000. A set of Schumacher overalls was sold for $8000 and the sale of motor racing memorabilia raised a total of $308,800. -JOE SAWARD

RAC^^j Ml o

5th

fp]

^-1

i i

5»ti I' ShLUf

.ct

®grc9

[f. |W\ —

: r~

r I,

n There were curious reports late last week sug gesting that MercedesBenz might be considering floating its FI operations. The stories quoted former Benz boss Helmut Werner, who is expected to be chairman of Formula 1 Holdings when the com pany is floated. We can only presume that the sto ries come from crossed wires and that Werner talking about FOH rather than Mercedes-Benz.

n It will be interesting to see if the death of CocaCola chairman Roberto Goizueta has any effect on the company’s policy towards Grand Prix rac ing. To date, despite the global appeal of FI, CocaCola - the world’s most recognised brand - has not been involved in FI in a large way.

WILLIAMS technical dfrector Patrick Head has expressed his worries about going to Jerez one point behind Schumacher, indicating that he thought Schumacher was quite capable of taking Villen euve off the track to win the title. “I think that is what hap pened with Damon Hill in 1994,” said Head. “I think that was a deliberate removal of a competitor.” Schumacher rejected the suggestion but said he would be aggressive “if necessary” and later expressed fears that fellow countryman Frentzen Heinz-Harald might be used by Williams to block him. I have no doubt that Jacques is a fair competitor but I wonder whether Heinz-

V-

^Perth’s Biggest Motorsport Store Has Moved!

UNDER NEW MANAGEMENT ●Great New Store ●Bluest Range *Best Prices ●Full Range of RPM Racewear- Australia’s Favourite Racewear Brand

i 4

f. 5t

.(■

\ V.*

iWRAueeMR

at: REVOLUTION RACEGEAR PERTH - Opening Oct Unit 4/ 9 Hutton St, Osborne Park New^fan^CT^^UPowd|UWu_(0^^2019998_^^G_(0^_222i^22^ th

8 24October 1997

really wanted to win the Japanese GP. It’s almost my home GP and for me to win in Suzuka is better than winning at Silverstone. But I’m here to do a job ... Recently the Italian media have given my drive to Trulli, Ralf Schumacher and Berger. This result answers the critics, but there’s no point in talking about them. They're just defrauding the public. They write stories

that aren’t true and they know they re not true. I think they should grow up a bit.

I ve had a bad run, but

to rnSnSTtoi kS “'ViJfcarhasnt been ee competitive as we would have liked; now we’ve made a step forward and the results showed. Everyone has been making improve ments during the year. Basically our car started a bit too far behind. We did make a step, then we slipped behind a bit and we’ve caught up again. Ifs amazing that everyone thinks I’ve done a fantastic job here, yet supposedly I was useless in Nurburgring. There I was a bit over 0.4s off Michael, but he was fifth and 1 was 14th. This race the car was competitive and I was third on the grid. There’s a lot that’s not actually in my hands... fter the recent test at

AMugeilo I knew we'd

made a step. It was some thing we needed to do, to be honest. We just made a small adjustment here, a small adjustment there. I’d been complaining about understeer in medium and slow speed corners and, as a result, we really worked on it in Mugeilo. It seems we’ve found a solu tion. The car is still very unstable, but it has no understeer, which was the main thing — especially for Suzuka. I was quickest on Friday, but not everyone tried new tyres. Because it had been spitting with rain, there was a big rush to go out and set a time when the qualifying session started. My first run was good, but I messed up the chicane. When I went out for my second run, I didn’t get the

y start was atrocious.

M We have a new drive-

neat and tidy and just pulling away. It was good, but I by-wire (throttle) and I just knew I was going to get a couldn’t control it at all. phone call! In the second stint I start Every time ! touched the throttle, it was wheelspin, ed picking up a bit more understeer and that’s when come off, wheelspin, come off. I couldn’t believe I only they radioed to me to back lost one place to Hakkinen. off. I said, ‘When do you I knew that I could get want me to let him past?’ one guy at Turn 6, and and they said, ‘Now’. I just Michael knew I was going to had to let him past and then do it. I was quite prepared to hold up Villeneuve and keep take Hakkinen and fall in going slow, I was just slowing in the VUleneuve has G better CGT, Mickael behind Michael, but passing them both was quite places where I could slow better driver - whichever one good, because Michael him up and then I had to couldn’t take the risks that push in other places I could take to get past because he was very fast. Villeneuve. So it was actu- Obviously it was no good if I ally better that I passed let him past.- 1 had to drive the champioHship him as well! the right pace. I pushed like hell At that point I was more first corner quite right. The have done the same time as through 130R, really took a concerned about losing my problem was that I had to him, so I’m a bit pissed that I big risk. The car was under- second place, which is of take it in seventh gear rather didn’t. But qualifying is com steering a little bit, which course what happened after than sixth, because it ing together for me. I’m was good for there because the second stops. never more than 0.5s off him wouldn’t downchange. The I could keep hard on the Frentzen pulled out of the car is too unstable in seventh now. throttle. And then I was right pits and just came straight through the first corner, so I After qualifying they underneath Jacques’ rear across on the line. It was lost a few fractions. But by announced that Jacques wing. He tried to block me totally out of order. That’s the end of the lap it was still Villeneuve was being exclud- and I went round the outmore dangerous than just good enough to move me up ed from the race. He already side, going flat through a yellow to second. A few minutes had a one-race suspended I don’t think Jacques flag; we’ve got to get the prilater Michael bumped me ban for not slowing for yellow should have been there, to orities right, down to third - by 0.333s. flags and he did his best lap be honest. This idea of being After that I had to settle I went out again for a third of Saturday morning under able to protest and then do for third because the wear run and got traffic, and then the yellows. I don’t think it’s the race ... he was in the ' on the front tyres" went on my fourth attempt 1 ran right, but that is the law. It’s race purely to try and mess through the roof. I had no out of fuel. No one else went written in the books, but 1 up Michael’s race, which is rubber left on them at all. quicker than me, so third it guess they’ve got to do it. not the way to do it. was. Anyway, Williams appealed, : The first stint was pretty Michael was after obviously on cloud nine Suzuka. I think 1 could have been which meant he was allowed good, but I wasn’t pushing closer to Michael. I could to start from pole. very hard. I was just being The pressure is more on Jacques than it is on Michael, The championship couid go either way, but if you’re a betting man you would have to go with Michael. Villeneuve has a better car, Michael is the better driver - whichever one is more important at Jerez is going to decide the championship...

important at Jerez is going to

Peter Brock - Exclusive

like Jerez and I have always gone very well there, although I don’t know why. I was running second in the F3000 race in 1989 when I broke down, and I was fourth with Jordan in the 1994 GP. However, I didn’t test there last winter, which is a shame. You need good traction and good braking; aerody namic efficiency is not as high on the agenda as, say, Suzuka. I think it will suit Ferrari well and I’m going there with a chance of win ning ...

Kelly for Formula Holden

TODD Kelly will take to the race tracks in a Formula Holden next sea son. The ‘Toddler’s’ team has bought the ex-Bob Minogue Reynard 92D to compete in the category in 1998. Despite being a part of the Holden Racing Team’s Young Lions program it is believed that the 17-year-old’s car will be run separately to any HRT projects. was' at Kelly, who Bathurst last weekend as part of the team’s pit crew, is expected to have his first test in the car soon. -PHELBRANAGAN

Pacific shut AS we suggested recently, Pacific Racing has closed down. The team formally announced last week that it is shutting up shop after 13 years. The team, which was established by Keith Wiggins in 1984, enjoyed remarkable success, winning a champi onship at every level of sin gle-seater racing in which it competed. The team helped many of today’s leading drivers in FI, CART and sportscars, includ ing JJ Lehto, David Coulthard, Eddie Irvine, Bertrand Gachot and Christian Fittipaldi. The team ran into prob lems when a sister company - Pacific Grand Prix entered Formula 1 in 1994. It survived two seasons with out any success. We understand that sever al members of the Pacific staff, including designer Peter Weston, have found work at nearby Lola and there have been suggestions that Wiggins’ future may also be linked with Lola, which was recently taken over by Irish businessman Martin Birrane. -JOESAWARD

Webber fourth

^ MARK Webber returned n to Australia last week I after finishing fourth in P the British Formula ^ Three Championship. na The 21-year-old finished a disappointing seventh in the I final round of the series at I Thruxton last week. fPacJc 2-Peter BrockjdU I Webber encountered all -Pack 3- Brock's last Bi sorts of problems in qualify Motorsport News'leading V8 Supercar photographer Dirk Klynsmith offers for sale three collections of ing and could only take 10th on the grid, almost a second prints, complete wfA captions, capturmg the later career of Australian motor radng legend Peter Brodc. down on pole man Jonny Pack 1 -20 assorted 5x7 images of Peter Brock driving a variety of cars, including his owesome Mobil Sierra, Volvo Kane. “For some reason we have Super Tourer, 12hr Commodore ond early 90s Group A Mobil Commodores,from '90-'96-$250. never found the right bal Pack 2-20 5x7 images of 'Peter Perfect' at the wheel of his 05 Mobil Commodore during his final season. ance with the F3 car there,” he said. Includes shots from the SATCC and Indy and Melbourne GPs.-$250. After a good getaway PACK 3- JUST RELEASED - BROCK'S LAST BATHURST - '97 PRIMUS 1000 CUSSIC -$250. Webber grabbed two posi Send your cheques/money orders to: Graphic Dak Photography tions off the line and joined 4 Unity Plate, Golden Grove, SA. 5125, Ph & Fax:08 8289 2171 Mobile:0412 313612 into the battle for fourth

place between Peter Dumbreck, Warren Hughes and Mario Haberfeld. But he lost touch as the lights ticked by and fell back into the clutches of Ben Collins, the Class B driver which whom Webber had had such a battle at Silverstone. He held on for seventh. Winner of the race was Nicolas Minassian in the Renault-powered Dallara (the combo’s seventh win of the series) while Kane took second ahead of Enrique Bernoldi, Haberfeld, Hughes and Webber. “It wasn’t the way that I’d hoped to finish the year,” he said afterwards. “But, on the whole. I’m

pretty satisfied with my first Formula 3 season and fourth place overall. Webber also took out the Avon Racing Aggregate fastest lap award, which is given to the driver with the lowest overall time accumu lated from his fastest lap in all 16 races in the champi onship. Webber visited the Primus 1000 race at Bathurst last weekend, in company with new Formula A World Karting.Champion James Courtney. While his plans next sea son are not yet clear his next engagement will be in the prestigious Macau Grand Prix for F3 cars on November 16.

BRITISH

sXK

Unstoppable Menu takes fT

ALAIN Menu and the

WiUiams-Renault touring car team may have had their backside kicked at Bathurst but they Menu left Bonington Park £25,000 ($52,000) richer after the Swiss wrote his name on one of Britain’s

ijiljijyjl fiijjuij ui i'jJylufjijj/l

most famous motor sport ing trophies. Menu’s victory for Renault in the 55th running of the RAC Tourist Trophy was his second consecutive win in the historic event.

JjJUiJUVijjyj FIFTY YEARS OF FERRARI A grand prix and sports car racing history! 1859600085 $74.95 riFTY Vi:,\RS 01= l

He led home team-mate Jason Plato for a Renault 1-

Ferrari

2, with Rickard Rydell tak ing third place for Volvo. Recently crowned British

■\ ^rjmi |>n\ .uni n|ui

Touring Car Champion Menu started from pole position after an impressive performance in the qualify

■■

ing heats, fighting through from the back of the grid in heat one to snatch fourth

MOTORCYCLE TURBOCHARGING, SUPERCHARGING & NITROUS OXlOE This book describes methods of boosting the power of motorcycie engines by getting more fuei-air mixture into the cyiinders. 1884313078 $39.95

place, and leading the sec ond heat all the way from pole position to chequered flag. That was because of the unusual format of the event which saw the grid reversed in heat two. Because of this Menu actually qualified last on purpose, with David Leslie (Nissan) and Will Hoy (Ford) right in front of him. Anthony Reid planted the other works Nissan on pole from Jason Plato, Rickard Rydell and Frank Biela. Formula 3 Champion Jonny Kane was fi fth in his first sedan race, pipping Paul Radisich (back in a Ford after his Bathurst Peugeot drive) and Superhike star Aaron Slight, who was with in 0.2s of Kane in his first race on four wheels.

. iHg lltslOfN

-'PS

MOTORCYCIE LOOKING FOR... McPHILLAMY?... Even starting from the rear of the grid on purpose could not prevent Alain Menu from dominating the British Tourist Trophy at Bonington Park. The Williams-Renaults ran 1-2. (Photo by Nigel Snowdon) Rydell (third and fifth in respective heats) claimed second on the grid for the

through the Craner Curves, Plato made a good start also to slot into third

final for Volvo, ahead of Leslie’s Nissan and Biela. Missing from the TT final grid was the Honda Accord of Slight, who crashed heavily but without injury

behind Menu and Leslie, with Rydell fourth from the Audis of John Bintcliffe and Biela. Menu eased out a threesecond lead over Leslie by

in the first heat. Menu led every lap of the final, but nearly lost top

the 18th lap, with Plato an ever-present threat in the Nissan man’s mirrors. Plate

slot on the first lap to the fast-starting Leslie, with Biela coming off worst in a three-abreast charge

found a way past Leslie three laps from the flag unfortunately in the process nudging the Nissan

■ Chrysler is likely to mn a two-car Stratus programme in Germany next year, following its decision to quit the North American scene. British sources hope that the firm will then switch to the BTCC in 1999 when a new shape Neon model hits the markets. B BTCC front-runner and TT heat winner Anthony Reid is set to race in the Fuji Intertec race in November. A Nissan Primera has been flown out for him to use

into the gravel trap at McLeans comer. Menu was three seconds ahead of Plato at the chequered flag. “I am going to cash the see Frank cheque, (Williams) and give him the cash,” he smiled after wards. “I got 25 percent last year - I expect the same again! “Leslie was alongside me and we touched and I went sideways, but it worked out OK. Now we have to start

the hard work; we have three championships to defend next year, so we have to develop the new Laguna for Febraary.” Fellow Bathurst visitor s Rydell and Biela were third and fourth in what was th e four-wheel-drive Audi’s last UK appearance. French ace Yvan Muller was right in Biela’s wheeltracks in his two-wheeldrive Audi, with Reid sixth to salvage something for the Nissan team.

Slight a hit on four wheels

AARON Slight left Bonington nursing injuries more reminis cent of a bike crash.

Running ninth at the end of the first lap, he was squeezed wide at the first comer by Armin Hahne, put two wheels on the grass and, when he regained the track, was clipped by Yvan MuUer’s Audi. The Accord careered backwards down the fearsome Craner Curves

in the classic Japanese event.

three-day tyre test at Nogaro, southern France in mid-

“It was all a bit unnecessary, but I guess that’s touring car racing. I’m surprised Muller didn’t have more sense. I was only in front of him for one comer so he could have bided his time. But if he is such a great racing driver then he should have been

ahead of me aU the way” quipped the mohawk-shod biker.

Shght had already incurred Alain Menu’s wrath in qualifying after they stmnbled into each other’s path. “You should have your lights on if you’re on a fast lap Mr Motorcycle Man” claimed Menu. “I don’t know where the replied Slight.

■

Tr,ft!na arwY hJt.i'.S.-rg ruibsdwgcT Syiienn bfCoity$4a

MCLAREN RACE CARS 1965-1996 PHOTO ALBUM The latest book in this wonderful series of photos from the photographic archives. 1882256743 $39.95 Also available: LOLA RACE CARS ■ 1962-1990 PHOTO ALBUM.

TO ORDER: «

■ -.t

L±ii

■ 'The two MSD Peugeots and Derek Warwick’s Vectra missed

ALFA Romeo’s new 156 touring car hit the tracks for the first time last week.

transport back from Bathurst as the cause. The Pugs only just left this week - and may return... -GWYNN DOLPHIN

●●-C

^) yl\

'1965 -1996 PHOTO ALBUMr

1D.

Incidentally, Biela was diag■ nosed as suffering from mild bronchitis, which laid him low in Bathurst.

the TT meeting, citing ‘delays’ in

maximum Boost

. V

expected to attend, including Audi’s new front-drive car. ■ Audi UK presented Frank

-GWYNN DOLPHIN

MAXIMUM BOOST Hands-on information availabie on understanding designing, setting up, testing and modifying your car with a turbocharger system. 1899870237 $69.95

November. All the leading BTCC and German STW teams are

Biela with a leaving present after Sunday’s TT meeting. It was a cake shaped like a packet of Marlboro cigarettes....

ijght switch is,'

'■if?,

■ Michelin is holding a major

before hitting the wall backwards at high speed. Slight suffered facial cuts, a nose bleed and dizziness in the incident.

TURBOCHARGIHG, SUPERCHARGING a NITROUS OXIDE

Veteran racer/engineer Giorgio Francia undertook the test work in the brand new car, completing three days of testing at a private track in central Italy.

V.' Francia concluded that the basics of the car were working well although the Italian team is concentrating on refining the ’98 wing package. Nicola Larini and Fabrizio Giovanardi will take over testing at Varano this week in preparation for a full Italian pro-

fTf

gramme in ’98. Alfa also plans to enter three German and one BTCC event beffore starting a wider campadgn in ’99. The car on which the racer is based (above) will be sold here at the end of next year-just after the Bathurst 1000...

Postage rates: $7.50 to 3kg or $12.50 to 5kg. Guaranteed Next Day Delivery to most places.

TECHNICAL BOOK SHOP 295 SWANSTON STREET MELBOURNE 3000

PH: 03 9663 3951 FA)(403 9663 2094 iks.com.au hnp://www.^{:l e-mail: lnfo@techbooks.com.au OPEN 7 DAYS A WEEK

IS.

24 October 1W

World of Sport

*BOC GASiS AUST. SUPER TOUR8NG CHAMPIONSHIP Oct 26 . . .Lakeside Nov 9 ... .Amaroo

,Rd 7 ,Rd 8

8 round series held around Australia

●CENTURY BATTERIES AOSTo GTP C'SHSP

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

,Rd 7 Rd 8

8 round series held around Australia

WINSTON CUP NASCAR SERIES

Oct 26 . . .Nth Carolina . . .Rd 30 Nov 2 . . . .Phoenix Rd 31 Nov 16 . . .Atlanta Rd 32 Nov 23 . . .Suzuka, Japan

32 race series held in the United States.

ACDek© CUP NASCAR SERIES

Nov 1 . . . .Thunderdome . .Rd 1 Dec 6 . . . .Thunderdome . .Rd 2 Dec 27 . . .Thunderdome . .Rd 3 Jan 17 . . .Adelaide R’way . .Rd 4 Feb 14 . . .Thunderdome . .Rd 5 Mar 14 . . .Thunderdome . .Rd 6 6 race series held at the Calder Park

Thunderdome and Adelaide Inter. R'way

FORMULA ONE WORLD CHAMPIONSHIP

Oct 26 . . .Jerez

Rd 17

17 race series held around the world

NHRA WINSTON DRAG RACING SERIES

Oct 26 . . .Houston, TX . . .Rd 22 Nov 9 . . . .Pomona, CA . .Rd 23 23 race series held in the United Slates

AUSTRALIAN DRAG RACING Oct 25 . . .National Open . . .CP Nitro Funny Car Feature

Oct 25 . . .National Open . . .EC Wild Bunch/Nostalgia

.TID Oct 26 Pro Am Nov 7/8 . .Festival State C’s AIR Pro Stock, Pro Stock Mcycle

Nov 8 . . . .National Open . . .RIR Top Bike Feature

Nov 8 . . . .Pro Am

,CID

Supercharged Shootout

Nov 15 . . .National Open . . .CP Aust. Top Fuel Scries Rd 2

Nov 29 . . .National Open . . .RIR Dec 6

USA vAust Top Doorslammer Series Rd 1 - Scotty Cannon

National Open . . .AIR

USA vAust Top Doorslammer Series Rd 2 - Scotty Cannon

Dec 12/13 National Open . . .CP

USA vAust Top Doorslammer Series Rd 3 - Scotty Cannon

Track legend: AIR-Adelaide Int. R'way. CIDCanberra Int. D'way, CP-Calder Park, ECEastern Creek, PAL-Palmyra R'way, RIRRavenswood Int. R'way, TID-Townsville, WBWiUowbank R'way

●WORLD RALLY CHAMPIONSHIP Oct30bJciv3 Rally Australia . .. .Rd 13 .Rd14 Nov 21-24. .RAC Rally 14 rally series around the wodd

All event dates in this calendar, were correct at the time of printing. Please consult any Individual tracks and/or associations for date changes. Series or events telecast on Network Ten are marked with an asterix. Check your local guides for screening details.

THE makeup of the CART circus has changed signifi cantly in the past two weeks, with many of the major teams changing dri vers for the 1998 season. Paul Tracy has been fired by Team Penske and replaced by Brazilian Andre Ribeiro. Tracy will go to Team Kool Green, where Parker Johnstone has been tossed. The 28-year-old Canadian, who also had a year left on his con tract, will be joined by Scot Dario Franchitti. Scott Pruett, who spent last week at Bathurst, will stay at Patrick Racing where Adrian Fernandez has replaced Raul Boesel. Fernandez was with Tasman Motorsport with Ribeiro but was stuck with one of the unloved Lola chassis all sea son. Ribeiro, the 31-year-old three-time race winner with the Tasman team, will team at Penske with A1 Unser Jr., who has a year remaining on his current contract with the team. “It’s disappointing, obvious ly,” Tracy told Canadian cable network TSN about being

fired.

“I felt everything was on track. I was expecting to go to Japan in a couple of weeks (for testing) and now I’m looking at a career-ending position here because there are no rides available right now. I’m really stuck. “I had a good relationship with Roger, I felt everything was fine after the season was over. We talked and we were looking forward to next year’s car, but I guess I’ll be looking for something else.” But Penske’s version of the split is less gracious, saying Tracy sealed the split after crit icising the team’s equipment at Toronto in July. “We had a seven year rela tionship with Paul,” said Penske. “There were days when he was outstanding and other times when we struggled together. We felt it might be time for him to go somewhere else.” Tracy, who started with Penske as a test driver and had a season’s break with NewmanHaas Racing in 1995, had a strange 1997 season.

HASTA LA VISTA, TRACY... Paul Tracy has driven his last Penske. He will be replaced by Andre Ribeiro, who leaves Tasman. Tracy heads to Team Keel Green, to join Dario Franchitti. That leaves Parker Johnstone without a ride, Carl Hogan without a driver and me without any idea when this caption will end... (Photo by David Tayior/Aiisport) He won three straight races at mid-season before a mysterious case of vertigo sidelined him for the Detroit race in June. Thereafter, he slumped badly, falling out of the series points lead and never recovering, finishing fifth in the points, “I haven’t had any problem with it (the vertigo), it was just a virus that I had. We just had a lot of struggles with the car and subsequently the other teams got running a lot better at the same time,” he said. Now, Tracy is scrambling to find another ride. “I’m making a lot of phone calls right now, but there’s not a lot available in terms of fullsponsored teams. I really won’t know anything for the next month or so. “I’m very hopeful that I can keep a ride and try to win the

championship next year.” Tracy began his Indy-car career as a test driver and parttime racer for the Penske team and became a regular for Penske in 1993. “I was surprised by the decision made today, but I accept it,” Tracy added. “I will be exploring all of my options for the 1998 season and will make an announce ment at a later date.” Barry Green, the Aussie team owner of Team Green, is enthused about getting Tracy. “When the opportunity came up we thought it would be a brilliant combination,” he said, Green has worked with a. Canadian driver before; it was Jacques Villeneuve, who won the rookie of the year crown in 1994 and followed it up the year later with the Indy 500 and IndyCar titles.

Gobert for USA Ducati? By DARRYL FLACK

OWNER of the Fast By Ferracci AMA Ducati Superbike Eraldo team, Ferracci, has broken his silence and con firmed that he is negotiating with for mer Suzuki 500 GP rider, Anthony Gobert to spearhead his 1998 assault. With his number one rider Mat Mladin mak ing a shock return to the Yoshimura Suzuki squad, Ferracci said that he is considering six ‘drivers’ for his team, including the con troversial Australian. A month ago, Gobert was dramatically sacked by the Lucky Strike Suzuki team after allegedly testing positive to a banned

substance, before break ing his leg in a scooter accident in Rimini, Italy. Speaking at the final round of the 1997 AMA Superbike Champion ship at Las Vegas Motor Speedway, Ferracci said, “Yes, we are speaking to Gobert. Okay, he’s having prob lems at the moment, but he’s young and he can work it out. “I came very close to signing him for 1995, but Muzzy Kawasaki offered him a World Superbike ride. I was pretty upset at losing him, but now I have the opportunity to win the AMA title with him.” Ferracci said that once agreement was reached, he expected to finalise details with Gobert this week.

Asked who initiated negotiations, he said, “My son has been speaking with Gobert’s people.” Mladin’s departure from Ferracci was announced after he scored his fourth AMA victory of 1997 for Ducati, at Las Vegas. Rumoured to have signed a very lucrative deal to partner Suzuki incumbent Aaron Yates, Mladin said, “I was glad I was given the chance to ride for Ferracci, but I felt things weren’t going the way I thought they should. “We didn’t do any testing after the season started, and sitting around between races in a championship as tough as this isn’t my idea of racing. “Winning races is

nice, but I’m here to win the championship. I’m really enjoying racing in America and the Suzuki’s proved compet itive and it can only improve.” Mladin takes the place of Pascal Piccotte who has agreed to terms with HarleyDavidson, while three time AMA Champion Chandler Doug announced that he has stitched up a two year deal to stay with Muzzy Kawasaki. Miguel DuHamel is also expected to confirm a two-year agreement with Honda, while multi-time AMA 250 GP Champion Rich Oliver announced that he too had signed a twoyear deal, to stay with Yamaha’s Superbike team.

■ Jimmy Vasser on his season as CART Champion: “I really enjoyed my year as champion. It gave me a chance to do a lot of neat things, hke fly with the Blue Angels, wear Target clothes for a GQ mag azine photo shoot, go to the ESPY Awards and represent racing, and drive in IROC. If I have to give up the PPG Cup to any one, I’m glad it’s to Alex. He’s the best team-mate I’ve ever had and a great guy and friend. “Two championships in-a-row is a real credit to the team Chip has built and to everyone at Target/Chip Ganassi Racing.” ■ Newman-Haas Racing has signed new long-term contracts with Michael Andretti and Christian Fittipaldi. Andretti and Fittipaldi will continue to drive Swift-Fords next year, most hkely on Goodyear tyres although the tyre choice has yet to be confirmed. ■ Carl Hogan says his CART team will soon test McLaren-BMW GT driver J.J. Lehto as a possible replacement for the departed Dario Franchitti. Hogan did not run Franchitti in California’s season finale, putting Robby Gordon in his Reynard-Mercedes in place of Franchitti. It appears however that Hogan will make his choice frq^m Gordon and Lehto with sponsorship a key item in the decision. ■ Dmor Engineering, the race engine building aim of Mercedes-Benz, is set to build a 26,000 square-foot technology centre in Plymouth, Michigan to centralise its American engineering and business man agement activities. VDS Racing, which has serviced the ‘customeF engines from its Texas base, will continue to serve as the Mercedes-Benz race engine eissembly and re-build facility through the end of the 1998 PPG Cup season, at which time the new engine shop should be on fine. The Penske Racing engine shop, which handles engine assembly and re-builds for Marlboro Team Penske, will be unaffected. ■ The Championship Drivers Association (CDA) has been discussing ways of slowingdown CART’S Indy car’s on superspeedways like the California Speedway. “We want to slow the cars down by maybe 20. mph on this track,” commented last yeai-’s champi on Jimmy Vasser. “Everyone agrees the speeds are too fast now. We’d like to get the laps speeds down below 220 mph, maybe even a little slower.”

24 October 199/

Katayama: new mountains to climb UKYO Katayama has announced that he is to retire from Formula 1 racing after next week's European Grand Prix. Katayama intends to spend a few months on holiday and will then attempt to fulfil a personal ambition and climb Mount Everest. It is expected that Katayama will return to racing in 1999 as an Indycar driver with Toyota. The 34 year-old ends a six-year career in FI which has seen him driving for Larrousse, Tyrrell and Minardi. Katayama was the third Japanese driver to get a full-time FI seat, following in the footsteps of Satoru Nakajima and Aguri Suzuki. - JOE SAWARD

Srvine safe at Ferrari

SIGNING OFF... Katayama announces his retirement.

IRL series to Stewart ON Tony Stewart's longest night in a race car, Eliseo Salazar had one of his biggest nights, winning the Las Vegas 500K IRL race on October 13 for his first Indycar victory. Stewart overcame a baulky suspension to capture the Indy Racing League sea son championship, but it was Salazar who was in the win ner's circle on a chilly and windy night at the Las Vegas Speedway. Salazar took the lead for good with 48 laps to go and

BAT delays again

RUMOURS that Eddie Irvine is to be replaced at Ferrari were swept aside with his fine performance in Japan. There been had

By JOE SAWARD

THE announcement of the British American Tobacco-sponsored Reynard Formula 1 team has been put back again and will now take place on December 6. There will be a separate launch for the branding of the team as BAT has a num ber of different tobacco brands to choose fi'om. The most likely will be

rumours in Italy suggest ing that Ferrari might hire Gerhard Berger as a third driver to keep the pressure on Irvine, but that appears to have been settled with last Friday’s announcment of Berger’s retirement.

Lucky Strike brand but it is possible that either 555 or even Kool could be used. We expect the FI team to be part of a bigger sponsorship deal which will include a variety of teams in different formulae, running in identical livery at minimal extra cost. The aim of this is to maximise the value of the deal for the sponsors by multiply ing the markets and identify ing the sponsor as a major

player in the sport, i It is expected that the BAT Reynard operation will include Barry Green's BATsponsored CART operation and probably Formula 3000 and Indy Lights. The sudden departure of Dario Franchitti - who is managed by Craig Pollock and Julian Jakobi (the men behind the new teams) — to Team Green suggests that he will be part of the new empire.

held on to win by 1.2s over Scott Goodyear in the final IRL race of the season. Stewart finished 11th to wrap up the IRL title in a points race he led by 10 points over Davey Hamilton going into the race. Hamilton finished seventh, but could not gain enough points on Stewart to over come his lead. "It was the longest night I ever had in a race car in my life," Stewart said. "The guys were pacing me and I did what I had to do." Stewart appeared to be driving conservatively, run ning in the middle of the pack after starting in the second row. But he blamed some handling problems for what was a mediocre race for the driver who has^ dominat ed the IRL circuit this year. Mark Dismore was run ning second to Salazar but ran out of fuel on the last lap to finish fifth. Robbie Buhl was third and Jim Guthrie fourth. There was a bad accident when Roberto Guerrero went airborne and flipped several times after hitting Marco Greco, but he was not injured.

n Stewart Grand Prix will be taking a small sup ply of the very latest Ford VIO engine to Jerez. Jan Magnussen will use the Phase 9 engine in practice and if it is successful both drivers could try them in qualifying. n Sauber race engineer Willy Rampfis leaving the Swiss team to return to BMW,where he worked as a production car engi neer for more than 15 years. Rampfis not expected to be involved in the BMW FI program. n We understand that Sauber has requested a release from its Goodyear contract to start a rela tionship with Bridgestone but this was denied by Goodyear. The Swiss team will remain a Goodyear customer next year. n Flavio Briatore is offi cially on holiday for three months. Unofficially, he has just estabhshed a sports marketing business called Fast Forward Marketing which has been registered in London. n Jackie and Paul Stewart will both drive the cuirent Stewart-Ford FI car at Silverstone on October 31. The Stewart team has had to obtain a special dispensation for the event from the FIA as, in theory, it contravenes the testing ban between the last race of the FI sea son and December 1.

!984 VK Commodore

irfie perfget Xina? gift idea froitf

■t'

Peter Brock Plaques Only

Mao

fsmr.-

$89.95

plus $9 0&h

’ JL

3 “

!997 VS Commodore

Peter Brock helmet keyrings Only

Enclosed is a Cheque/Money Order for $ . Payable to "Going to the Race", or charge my Credit Card, □ Bankcard □ VISA □ Master Card □ Amex □ Diners

$8 .95

plus $3 p&h

‘XC.*.,

[k G3' ●fA

1993 VP Commodore.

Exp/Date

Name: _ Address: Phone: Description

Qty

Insurance & postage * Allow 4 weeks for delivery.

Total

Price

$9.00

:rw

■

jwlnolip,

3HV

k'-i ■$

“v;

D.; :'

Lay-by now for Xmas ●iW

Email Orders: gttr@smart.net.au Internet: www.dtysearch.com.au/mel/gttr 'KohlteHrt.A

-P/C

K ast/rl

& ft*,,

□□□□ □□□□ □□□□ □□□□ Card Holder Name: Signature:

■-.SB;

m I

tri

Shop Trading Hours: Monday to Wednesday - 9.00am-5.30pm Thursday and Friday - 9.00am-9.00pm Saturday - B.OOam-S.QOpm Sunday-10.00am -4.00pm

Mail orders to: (gfe® The Glen Shopping Centre, Shop 137, 235 Springvale Rd Ph: 03 9803 1400 Fax Orders: 03 9886 8100 [L®lk®: Shop 13, Watergardens Shopping Centre, 399 Melton Highway Ph: 03 9449 2929

240Meimi

n Bernie Ecclestone did not attend the Japanese GP. He was busy in Vienna watching an international tennis tour nament and the FI teams took the opportunity to have a meeting without him. We hear that the point of the meeting was for the signatories to the 1998-2008 Concorde Agreement to find out exactly what objections the rebel teams have to the deal being offered. n Renault's head of research and development, the highly-rated Frenchman Jean-Jacques His,is to join the Ford FI operation, working with Cosworth engineers at Northampton. n Arrows technical director John Barnard, who has never liked Japan, made his first ever visit to Suzuka for the Japanese GP.It seems that his new boss Tom Walkinshaw insists that Barnard goes wherever he is needed ... n The Sahara Hotel in Las Vegas hasjust unveiled a virtual reality simulator attraction called "Sahara Speedworld"in which cus tomers will cUmb aboard 24 three-quarter scale CART cars, each on its own hydraulic platforms, and will race one another in vir tual events at the Las Vegas Motor Speedway or in a Grand Prix on the Las Vegas Strip... n Sony's Play Station company suffered a serious setback last weekend when its planned launch of the new Formula 1 '97 game had to be postponed because of copyright prob lems vrith Formula 1 Administration. Play Station-one of Prost's sponsors - had already dis tributed half a million copies ofthe game in preparation for the launch. Legal actions are expected. n The Grand Prix Drivers Association held its annual general meeting at Suzuka and aU the cur rent drivers except Jacques Villeneuve, Olivier Panis and Mika Salo attended. The three directors ofthe company Damon Hill, Michael Schumacher and David Coulthard -remain as before. The drivers dis cussed current safety issues, including worries about certain comers in FI, high-noses in side impacts, roll hoops and the potential for wheel-over wheel accidents.

Tom plays Nissan against Yamaha By JOE SAWARD

THE most surprising aspect of the Japanese Grand Prix week end was Yamaha's failure to annoxmce that it will be continu ing in Grand Prix racing next year with Tom Walkinshaw's Arrows team. The deal, which has been whis pered for some time, would fea ture a completely new VIO engine, designed and built for Arrows by Brian Hart. This would be paid for by Yamaha and developed by TWR Engines at Leafield, under for-

President questions need for Concorde NEWLY re-elected FIA President Max Mosley has suggested that the FIA may decide to cancel the entire concept of the Concorde Agreement if the rebel FI teams do not fall into line. "My feeling is that we no longer really need the Concorde Agreement," Mosley said in Paris. "Its importance is fading and one can imagine its dis appearance. In effect these agreements seem to be a huge waste of time and their advantages are not clear." The withdrawal from the rebel camp of Tyrrell is a big blow to Williams and McLaren, which both insist that they will not give up the fight. The two teams are giving up a guaranteed income of at least $16m this year with more in the future because they believe that Bernie Ecclestone's Formula One Holdings, which has a deal with the FIA for the promotional rights for the FI World Championship, is taking too much money out of the sport. The rebels are now wait ing for a ruling from the European Commission on whether the deals are anti competitive. European Competition Commissioner Karel van Miert is against lengthy exclusive broadcasting con tracts, but Ecclestone is arguing that his undertak ing to maintain free-to-air TV broadcasts will be suffi cient.

mer Cosworth man Geoff Goddard. Yamaha seems keen to contin

ue in FI and is apparently will ing to pay. It seems, however, that Tom Walkinshaw is still talking with at least one - and maybe more manufacturers which might be interested in badging a Hart VIO. Rather than being in trouble because everyone has an engine deal and Tom is left out in the cold, he now seems to have the market pretty much to himself, although new Benetton boss David Richards is trying to pin

down an engine-badging deal for the Mecachrome engines he will be using next season. We believe that Richards and

Walkinshaw are both working on the giant Japanese car company Nissan to enter Grand Prix rac ing. There have been vague riunoiu’s of talks since Jxme. The world's fourth largest car manufacturer (behind General Motors, Toyota and Ford), Nissan has had a difficult time in recent years because of the need for cost cutting, plant closures and an increase in overseas production.

This is now completed and Nissan is looking to expand into new markets, particularly in Europe. The company already has a deal with TWR in sportscar rac ing. The TWR-built Nissan R390 sportscars raced at Le Mans this year and the deal is intended to continue for the next five years. Richards is also well-connected at Nissan, which owns Fuji Heavy Industries, the parent company of Subaru with which Richards' Prodrive company has a very successful World Rally Championship program.

driver change at Stewart

JACKIE Stewart has decided that his drivers in 1998 will again be Rubens Barrichello and Jan Magnussen. Both have long-term contracts with the Milton Keynes-based team and Stewart said it would maintain stabil ity by keeping the same driver pair¬ ing.

"It was essential to ensure the sta bility of this young team, which is making great progress," said the triple world champion. Barrichello did what was expected of him this year, scoring the team's first World Championship points with second place at Monaco. Magnussen has struggled, but in recent races has begun to show better form. The team is not expected to nomi nate a test driver until midway through next year when it will have a test team up-and-running. -JOE SAWARD

HAPPY TEAM... Jackie and Paul Stewart with drivers Rubens Barrichello and (Photo by LATDigital) Jan Magnussen, who will be staying for 1998.

Four more years for FIA president Mosley MAX Mosley has been re elected President of the FIA and the 57 year-old Englishman will remain in office until October 2001. There was no opposition candidate and Mosley received a unanimous vote from the record 109 member clubs which sent delegates to the FIA General Assembly in Paris from 82 countries. The elections changed very little within the FIA. Otto Flimm of Germany became FIA Deputy President, in charge of the World Council for Touring and the Automobile, while Portugal's Cesar Torres

retained his position as Deputy President of the FIA World Motor Sport Council. The World Motor Sport Council elected two new FIA Vice-Presidents: France's Jacques Regis and Nazir Hoosein of India. Two Mosley allies have been kicked off the World Council: Mexico's Jose Abed and Venezuela's Leopoldo Barbosa being replaced by Henry Krausz of the Dominican Republic, Radovan Novak of the Czech Republic, Carlos Gracia of Spain and Morris Chandler from New Zealand. -JOE SAWARD

STA YING... FIA President Max Mosiey.

(Photo by Snowdon)

The right harness f every motor spor Ox*iy Endooed AS

iEkxynNiON

l Rally/Motor Racing/Street Cars* l Locally Manufactured to Aust. Standan AS2596 l Safe and Reliable l Over ^ ^ ^ 20 years proven track record. *RTA Approveti with Engineering Certificate

‘

Dominion Webbing Products 55 Philpott Street, Marrickville NSW 2204, Tel:(02)9519 1335. Fax:(02)9516 1268

240ctob8fW97

Bug TV, the Diniz Method and the mole at Benetton G ood morning readers. And if it isn’t morning when you are read ing this, just remem ber that somewhere in the world there are people getting up and going to work without even know ing that they are doing it at the wrong time of day. The Japanese Grand Prix is all about confused time zones and that most horrible of all F1 dis eases - jet-lag. You cannot appreciate its joys until you have woken at 03:15 and sat in front of a tele vision set in your 4 hotel room (which is the size of a small wardrobe), watching Bug TV, a nightly programme showing insects strange close up and in slow motion. The com mentary is not very helpful. After the excite ment of such things you then fall asleep and fail to wake up when you should do and, inevitably, later the same day, when you need to be awake, you find your self half asleep. One day this year when I was in Tokyo I somehow contrived to wake up for my 11;00 meeting at 13:15. The problems of jet-lag are the reason that the Grand Prix drivers go to Japan a few days early, in order to acclimatise to the time dif ferences and thus give their best when finally they climb into a Grand Prix car.

mk\m> f y fiSl’ is

25^

v’

s there is not a lot to do at Suzuka and there are large numbers of FI sponsors based in Tokyo the teams take advantage of this to insist that drivers visit sponsors, to kiss babies, open garden fetes and all those things that drivers hate to do these days. In between these functions they are shepherded about by team minders, which is a good idea as most of the drivers are incapable of doing anything without getting lost. When they are not struggling with transportation probiems, the drivers whizz along to Akihabara which is an entire district given over to electronics shops. In these vast emporia they buy the latest electronic toys to impress their colieagues and return with feature fiim-making kits which they can hold in the palm of their hand and mobile telephones which are so small that one could easily slip them into a sock. They also like to get in a little bit of nightlife and tend to take advice from some of their number who served their time as racing exiles in Japan. They seem to know all the places to go and they somehow know where to find the many skinny western models who work in Japan. These girls are so thin that they cannot lift their own wallets and so desperate for western male com-

V?.

{

'■'ii >■

Wy, Cartoon by Allan Schofield

pany that they will sit and willingly listen to FI racers talking about how good they are ... At the appointed time Thursday morning before the Japanese GP - the drivers are taken to Tokyo Station, from where they catch one of the famous Shinkansen Bullet Trains across Japan to Nagoya. The other passengers are somewhat confused to find themselves sitting with these racing demi-gods, which means that they tend to become bubble-eyed and make strange cooing noises. In Nagoya there is an amusing interlude when everyone bound for Suzuka switches from the Shinkansen to the rather less glamorous Limited Kintetsu Express. The aim is to get to the seaside town of Shiroko, which is only a cabride away from the Suzuka Circuit Hotel. If you travel down to Suzuka on the Thursday morn ing before the Grand Prix you are guaranteed to meet at least one racing driver with all his new toys, despite the fact that there are something like 10 Bullet Trains an hour.

There would have been a cer tain amount of camera-shake but the film will certainly be interesting - even though I doubt it will ever be shown in public. The technologically-minded heroes did not flinch from trying out new filming techniques and Hill came up with a novel sweep ing shot, running through the car riage just above the heads of the passengers until he arrived at a grinning Diniz. There will be lots of open Japanese mouths visible when the film is eventually shown. It must be hard to accept that the World Champion is there making a film ... If the passengers were

how the train was run with a “two pedal system”. This was quite restrained, actu ally, because a couple of years ago when I travelled to Suzuka on the same train as Heinz-Harald Frentzen, I have this disconcerting memory of HH trying to take over the controls from an empty cab halfway through the train. It was the random pressing of buttons which really unnerved me.

When eventually arrived at Shiroko Station,weI got up to get off and by chance caught Diniz’s eye and waved goodbye. I knew they were supposed to be getting off at the same stop and assumed that they would begin to collect up their bags, guitars, film cameras and travelling compan ions. They did nothing of ● ●● the sort and I had to return to point out that if they wanted to go to bemused, that was nothing to the Osaka it would be nice, but the reaction of the train driver when race track they were looking for Pedro decided that the documen was actually at this station. It all became very complicated tary should include a visit to the cab, filmed by Damon Hill. Pedro when we bumped into a ticket col is one of those amiable nutters lector on the platform and he who can get away with murder began to point out that feeding and does not bother to do such money randomly into machines and pushing buttons did not nec things as knock. As the two drivers disappeared essarily rnean that we had the cor into the cab, the train slowed rect tickets. “We need a ticket?” said Pedro appreciably. Later Hill confessed that this was because the driver with some surprise. “Mine’s still on appears to have thought that the the train.” Being a raving lunatic, he natu train was being hijacked by rally jumped back on the train to swarthy South American terrorists. Pedro is pretty dark-skinned - a look for the bit of cardboard while touch too much sun probably - the rest of us waved our arms and stuck our feet in the door to stop and on this trip Damon was culti vating a rather dark image with the train departing with Pedro on black clothes, dark glasses, lots of board. Having achieved this, all stubble and a big guitar case. He looked, if the truth be told, like Damon and Pedro had to do was Che Guevara without the beret. cross a bridge,, descend stairs, The train driver survived the navigate past a few serious race shock and after a while Pedro and fans and jump into a taxi and dis Damon emerged waffling about appear towards the circuit.

^ ^Pedro is one of those amiable nutters who can

get away with murder

Travelling in closecan proximity with racing drivers be a very dangerous business. You have to be aware that these are not nor mal people. Perhaps it is the risks they have to take or just a gener ally rebellious nature, but one way or another they tend to have less respect for convention and things which are acceptable in polite society. This year we found ourselves in the company of none other than the World Champion Damon Hill and his Arrows teammate Pedro Diniz. They had bought a tiny video recorder in Akihabara and were in the process of making a film about their travels in Japan.

“You have to see the Diniz patented method of taking suitcas es downstairs,” Damon chirped. “Come on Pedro, show them how it’s done.” I looked down the stairs in a panic. Were there any little old ladies trudging upwards, who would be bowled over when Diniz threw his suitcase? In fact, the Diniz Method is rather scientific. He had obviously spent a little time finding a suit case with the correct coefficient of friction in relation to the propul sion. This meant that when he let go of the suitcase it descended slowly - almost regally - making a horrible noise as it ran across each step. For the last flight of stairs Pedro decided that he should ride the suitcase down and so arrived at the bottom in a less than deco rous fashion, causing great excite ment among the female fans who were waiting to photograph the passing F1 heroes. It is not just the drivers. Even team bosses get the treatment - although not many of them are willing to travel on trains when a sponsor can pay for a helicopter... The raceJapanese without Flavio GP was Briatore. the firstIt would be unkind to point out that Flavio was not missed at all and his name was rarely mentioned in the paddock. Before we forget him forever, though, I feel I must let him in on a little secret I have been keeping for the last eight years. When he was first in charge at Benetton, everything that hap pened at Benetton was immedi ately leaked to the worthy weekly racing magazine Autosport. It drove Flavio and his cohorts com pletely crazy and there was witch hunt after witch-hunt as the team tried to find the mole. They never did. And you know why? Because . Flavio himself was the mole - and he didn’t even know it. At the time I was working for Autosport and sharing my apart ment in London with a young lady who had the good fortune to be the press officer of Benetton Formula. She was very discreet about what happened at the office - but we felt it best that we did not tell anyone of the arrangement in case someone felt there was a conflict of interest involved. was Flavio obviously impressed by her efficiency because he was always on the phone. A couple of times I answered when he rang and politely informed him that she was not there, but could I take a mes sage? When neither of us was home - which was the norm - he would ring up and leave a message about what was going on at Benetton on the answerphone. I would return from Autosport, take out my notebook and press the replay button. It would have been churlish not to have told the world ... ■

24 October W9/

The Peter Brock Story - Part 10

Back in a Holden Holden as a connpany hardly welcomed him back with open arms, but his army of fans were delighted when Peter Brock stepped back into a Holden after a three-year break, as DAVID HASSALL explains:

CONFIDENT:Peter stepped back into a Holden with high hopes, particularly with some rule changes and a new model Commodore, but it didn't quite work out. But he was happy to be out ofteam ownership. BACK TOGETHER AGAIN: The successfid combination that won three Bathursts in succession six years previously - Larry Perkins and Peter Brock got together in a marriage ofconvenience which lasted only one season. Here they pose with thefirst ofthe Mobil Commodores at its initial test at Sydney’s Eastern Creek Raceway in January 1991.

fter three years in what might be described by some as the wilderness racing BMWs and Ford Sierras - it was clearly time to get back behind the wheel of a Holden. Not only the fans, but his corporate supporters wanted it. The scars at General Motors were probably still too fresh to con template a return to the factory, but it was necessary to ensure a free flow of equipment like any other privateer operation. Peter did not want a repeat of 1987, when it became impossible to run a Holden at all. At the same time, Peter decided he had had enough of team owner ship and sold all the assets and the rights to run the Mobil Racing Team to his manager, Steve Frazer of Advantage International. “I just wanted to get out of team ownership,” says Peter. “I’d had enough; I was very happy to be a consultant and to be the driver and to basically rid myseif of ail the administrative duties that were hanging around. I’d just had enough of that in my life. “I sold off the Sierras and ail the other bits and pieces; just cashed up to try and make up the accumulated debt that a race team always has.” Peter certainly finished on a high note with the Sierras, combin ing with Andrew Miedecke to win the two-race New Zealand series in December 1990, thanks to a second in Wellington (to a factory BMW) and a win at Pukekohe. But just one week later, Peter announced he would be racing a

Holden again in 1991 - the new VN Commodore. As far as the decision to race a Holden again, Peter said he did not start to think about it until that latter half of 1990: “Mobil would have seen it as vital to their business aspirations because they have aiways done very well with Ford and Ford dealers, but Holden and Holden dealers have always been a problem for them.” During that period, Peter had a chance meeting with old friend and rival Larry Perkins in the pits and they discussed the possibility of joining forces again. Larry had the Holden connec tions and an established workshop, but was short (i on funding. Here he had the chance to get the Mobil backing and expand to a second car with Brock as nothing more than a driver. It looked like a mar riage of convenience, but for Peter and his backers it was too good an oppor tunity to let pass. “Steve did the deal with Larry, which inciuded Larry taking on the transporter that I owned - and still uses to this day - a few other bits and pieces and, more particularly, the personnel. It was a pretty easy deal. There was no drama. Next thing we knew Larry was building a new car and we were out'on the race track and going for it.”

treated iike any other privateer, with parts supplied through the Holden Motor Sport division. Off the track, it was a strange year for Peter as he was no longer involved in running the race team and there were no outside busi ness interests to focus on, although some of his time was involved with the messy winding up of the speciai vehicles busi ness. He was virtualiy a full-time driver. On the track, though, it was a difficult year. Despite changes to the rules to make the Commodore more competitive against the Sierras and four-wheel-drive

IJust wanted to get out ofteam ownership, I’djust had enough of that in my life.

Nissan GTRs (more power and iess weight), the Holdens simply did not have the speed to compete. The first half of the touring car championship season saw very poor results as Bridgestone tried to develop suitable tyres. The team was even forced to buy some Dunlops on occasion, but they were strictly second-rate as HRT had the factory deal ... The second half of the season olden greeted the news with what might be called coolness, was considerably better. New tyres saying only that the team would be and engines allowed Peter to get onto the front row of the grid for the . last two rounds and, while sixth place in the series was a disap pointment, there was some encouragement for Bathurst. At Sandown, Peter quaiified third and managed to get into the lead for the first time all season, but a brake balance bar broke, leaving Peter with no front brakes. He jumped into Larry's car, but both retired with engine failures. Running those V8s to 8500rpm was causing all sorts of valvetrain problems. Bathurst was not much better as mechanical troubles afflicted both cars throughout qualifying and the race. It capped off a difficult year. “That season was a little bit rough, but it was airight. We were up against the Sierras and the Nissan GTRs, and they were rocketships really, so that was a bit of a hurdle. Larry was extremely fair with any deveiopments we were doing, like cylinder heads and manifolds, and he was great to deal with.”

ut it was time for another reassessment. Larry, as we ail know, likes to run things his way and commercial considerations to not rate highly with him; to Steve Frazer, though, they are very important.

uUMMo.

24 October 199/

HIGH FLYER: The highlight of the 1993 season was a heat win at the Oran Park ATCCfinal.

KEEPING UP APPEARANCES:

Wob#7

The Mobil Commodores may not have been the fastest, but they always travelled in style.

'..-XT

By the end of the year Steve had decided to set-up his own team - Advantage Racing - and run it the way he wanted. He acquired big premises in North Melbourne and established the Peter Brock Service Centre alongside the race team so the fans could get their cars serviced there. “Steve created a very good package with the race team premises in a high profile position, combined with the service centre, trade nights, all sort of things. It was probably one of the most inno vative ideas Australian motor sport has ever seen, because Steve came from a sports management and event marketing background, not just motor racing. “We had some great trade nights down there, which just wouldn’t have been possible if Larry was in charge. But it wasn’t a difficult split; Larry did very well out of the deal. “I was no longer the owner or the boss, so I had to learn to be in a role which was very similar to

what 1 have had with HRT. You are a consultant, representing the sponsors, you are a spokesman and a driver, but not involved in how the place is run. That can sometimes be difficult because sometimes things happen that you would not do yourself.’’ John Stevenson - now Holden’s motor sport manager - had had a falling out with Perkins and moved to North Melbourne from Larry’s team, along with some other per sonnel and two Commodores. I money was tight,

Although Frazer insisted ir on the best pos-

sible presentation, sometimes at the cost of preparation, and bought a new transporter which was the best in the paddock in 1992. “Unfortunately we didn’t have the world’s best racing cars,” Peter recalls wryly. “They were actually running on the smell of an oily rag to a certain degree. “I have always had a different point of view. I have always figured that you’ve got to have the world’s best racing cars. Even if they get damaged during a race, they always look fantastic if they have just won! But I guess that was left to others...”

There was greatseason'as anticipation the for the following high-tech turbocars were finally

banned and Australia welcomed the new V8 formula. There was a new wing package and, with Ford getting an American five-litre engine, Holden was granted the option of using either the Holden V8 or a Chevrolet version. “The VP Commodore at Bathurst [updated from a VN] had been pretty lively to drive because it had a fairly flat rear wing, but we homologated some panels on that for 1993 and it was more competi tive with more downforce against the new Ford Falcon. That may have been so, but it came too late to prevent Glenn Seton winning the ATCC for Ford. The HRT cars were also clearly faster than those from Advantage so the season was another ‘learn¬ ing experience’, though the Oran Park final provided a heat win -and second overall. For Sandown and Bathurst, Peter switched to Chevrolet engines, but at both meetings there were problems. “We got onto the Chevrolet engine quick smart. John Stevenson and I went across to the States and saw some guys at Chevrolet Engineering. “We came back with some ideas about the way to go, even though we were small potatoes (in Australia) as a private team at that stage. It gave us some good con tacts in the States for when we started building and developing those Chewy engines in 1993. We had about 540 horsepower from the outset, so they were no slouches. Despite the lack of results, the development work on engines and tyres in particular appeared to have laid the groundwork for a more solid effort in 1994. But a chance meeting with HRT boss John Crennan at Bathurst was to change all that. Against the odds, Peter Brock was about to return to the factory Holden team. It seemed impossible at the time, but it suited Mobil’s marketing plans and, despite seeming so unlikely, it was all about to take place ...

Next Issue: The final chapter

'■16-'%*?

Sivi

X Si

FINAL POSTER

Despite somehow concocting a win in the opening race of the season - “I guess it was just our day - Peter had another miserable season and finished 11th in the ATCC, just behind Larry in his old VL model Commodore. The GTRs and Sierras were still way too quick, eveti with more handicaps.* By mid-season the budget was so tight that Frazer stopped running the second car for Neil Crompton and even Peter was forced to miss the races at Mallala and Wanneroo. It was a tough learning experience and it didn’t get much better in the endures. Peter showed a strong turn of speed at Sandown and he even led for a time after the Bowe/Johnson Sierra retired, but a broken throttle clip cost a couple of laps and he and new co-driver Troy Dunstan finished only 10th. At Bathurst, management deci sions on car preparation resulted In tailshaft problems, which left Peter stranded on the grid as the rest of the field thundered away. He resumed many laps down, but won plenty of brownie points with Mobil because his perseverance was rewarded with a lot of valuable television coverage.

COLLECTORS ITEM

Limited edition: Shell Australian Touring Car Championship Round at Oran Park 1997. Superb panorama camera colour quality. Poster is A2 size. Image is 555 mm x 185 mm. White border for framing. Cost ofposter is $45 plus $5 p&h. Send to: L. Ross Photo Please send me Payment by; □ cheque □ money order □ visa □ b/card □ m/card Name PO Box 215 Addres s posters at $45 each. Card no CZIl Mosman NSW 2088 P/c AM $5 for postage arid handling. Allow 20 days Qjrtr|gtiire Amount $ expiry date or fax 02 9960 6552 Phone. for delivery=

141 ALLOY WHEELS Classic European s'tyle available only at; Beaurepaires

Top quality alloy wheels not only improve your vehicle’s performance,

greater fuel efficiency, are just some of the benefits the Raceform 141

they look magnificent. Exclusive to Beaurepaires, the European styled softline rim and spoke will add value, prestige and personality to your

provides. Talk to your Beaurepaires store about the advantages of Plus 1 and Plus 2 fitments for Raceform wheels.

vehicle for just $169 for a 15" wheel and $199 for a 16" wheel.

You won’t find Raceform wheels anywhere else. So race into

Improved acceleration, better handling, more etficient braking and

Beaurepaires and add some sporty styling to your pride and joy.

Beaurepaires CALL 1 3 2381 FOR YOUR NEAREST STORE BRA3354

PRimUSIDOO

240ctobsrm7

ELATION: Russell Ingall punches the air as Larry Perkins races past to win the Primus 1000 for the Castro! team.

Bathurst bolters NUMBER SIX: Lany Perkins heads ter another Bathurst victory, proving his mastery Vie Mountain.

arry Perkins raced to his third Bathurst win in the five years of the V8 era iast Sunday in an emphatic iiiustration of his iong distance racing phiiosophy. With Russeii ingaii sharing the drive - for his second win in just three starts - the duo used the iegendary mechanicai strength of Perkins' Castroi Commodore and a dispiay of eariy speed to grind the opposition into the ground. By not much more than haif distance the show was aii but over - HRT's three cars out; the iead Sheii Faicon out; a devastated Wayne Gardner out after presenting a strong chaiienge; Gienn Seton, Aian Jones and Tony Longhurst unabie to stay with the Castroi car, and two of the three destined to retire anyway. Peter Brock went out in styie. it wasn't a tenth win but, courtesy of a briiiiant quaiifying iap from Mark Skaife, Brock started from poie, ied for 31 iaps and stepped out stiii ieading the race, then watched on as 05 feii victim to a bizarre fuei/eiectricai gremiin. in the end, the two remaining rostrum spots were both good news stories - a perfect, troubie-free run from the Richards father and son team in the Vaivoiine Commodore and a repaying of the faith by Mark Larkham and co-driver Andrew Miedecke to iong-time, ioyai sponsors Mitre 10 in the Ross Stone-prepared Faicon.

The new Controi tyre privateer category provided an absorbing race-within-a-race and a victory that even the victors themseives couidn't have anticipated on race eve. The drama began before eight in the morning with Jason Bargwanna's distressing pre-race crash and ended many hours iater with the confirmation of Larry Perkins' position as top iong distance race-winning team owner of the modern V8 era. And over 50,000 peopie were on hand, it was quite a day... On the foiiowing 22 pages, we bring you aii the action, coiour and behind the scenes happenings of what was yet another great race.

PRimUSIDOO

IS 24October 199/

The Young Lio The big names gave it their best shot, but at the end of qualifying it was youngster Jason Bargwanna who upstaged them all with the fastest time, as CHRIS LAMBDEN reports:

ason Bargwanna wrote his name into the history books by grabbing provisional pole position for the Primus 1000. When it came to the 45-minute' crunch session, “Bargs” put togeth er a faultless lap which even a late challenge by Mark Skaife couldn’t quite match. It was a super reward for the Young Lions pairing, who had pro fessionally worked through their set-up and - while both their sister HRT cars suffered varying mechan ical set-backs and other dramas they dehvered a stunning justifica tion for the youth program. Skaife snatched second spot with his last lap after a suspension breakage threatened to ruin quali fying for he and Brock, while Gleim Seton was a comfortable third. Gardner, Bowe, Perkins and Faulkner made up the top seven, while a superb opening lap was enough to retain eighth for defend ing champ Greg Murphy - despite crashing the car heavily on the sec ond. Alan Jones and Steven Johnson completed the top ten. Things were fairly quiet for the first day and a half of the Primus 1000, but when it started to matter, the action began...

Practice With the week’s program cut by a day and a totally re-jigged qualify ing procedure, there was much to absorb and much for teams to get on with as the Primus 1000 build up kicked off at 10.00am on Thursday -with the first session of two hours followed by an hour in the afternoon. For the Dunlop Level 1 teams the two Shell cars and the Perkins/Ingall Castrol Commodore - this was a crucial period. As has been documented, Bridgestone and Yokohama had made their decision on the single tyre compound allowed this year prior to race week, but Dunlop was faced with an impasse between its two teams, Perkins wanting the softer 359 tyre, the Shell team the harder 975.

In the end, Thursday’s sessions were used as a final, comprehensive back-to-back test of the two, -with a decision brokered by Dunlop’s Jeff Moorhead on Thursday evening. Interestingly, the Shell team’s sec ond car, the Steven Johnson/Craig Baird Falcon, was designated to undertake that team’s part of the test, but it came a little unstuck when Wayne Gardner accidentally ran into the rear of Junior’s car quite early in the session. At that point, the programme transferred to Bowe in car 17. In the end, LP had his way and Dimlop went for the softer option. “When you looked at all the data, it was the only option,” Perkins said.

would only start to become According to LP’s the 359 marginal at data, around 26 degrees ambient/40 degrees track temperature and Sunday’s forecast was for cooler conditions than that. While the Shell team would have gone with the harder rubber and Dick Johnson was a little peeved at the outcome, John Bowe was less concerned: “It’s not a disaster,” he said. “If it’s hot we might have a problem, but it’ll probably be okay.” Certainly, raceday temperature was going to be crucial... With the tyre decisions already made for all the other runners, Thursday’s sessions became a finetuning exercise in chassis terms and an opportunity for co-drivers particularly those new to the place - to get in some laps. Most prominent among those was, of course, Indycar star Scott Pruett. In the end, Thursday provided his very first laps (a) of Bathurst, (b) in a V8 Supercar and (c) a right hand-drive car! Perhaps no surprise, then, that after 24 laps on Thursday - with a couple of red flag stoppages at bad times - the American was still to break 2:18 (Alan Jones running a 2:13.8 in the morning). “There are lots of tracks you go to which you can read easily - this

isn’t one of them!” the former TransAm racer admitted. But team boss Ross Stone had no doubts his import would get it together for race day. “He’s so good,” Stone reported. “He’s very kind on the equipment he’s not using the engine to get a time. Once he gets some more laps on Saturday he’ll be just fine.” The degree to which he was tak ing his time in getting settled was illustrated when back-up driver Jason Bright hopped in for a hand ful of laps to qualify, just in case. His fourth lap was a 2:16.5. For Bright, that was theoretically it for the week, but with AJ still getting over a bad dose of the flu, Stone was still planning on Saturday for a possible stint in the race by the youngster. For his part, and considering his health, AJ was quite happy with the set-up on the Komatsu car, apart from a trace of exit oversteer, running a number of low-12s in Friday morning’s session. One noticeable improvement over recent years has been the sheer mechanical reliability of the V8 cars and, even among the lower budget teams, there was a complete lack of the engine failures, which have often been a part of early practice in the past,

funnily enough, the dramas were afflicting the bigger teams; HRT was having a perplexing time. IVenty-five minutes into session one, Murphy parked his car at the Cutting. A cam belt had failed, shearing all its teeth. “We had it happen once before, on the dyno,” said team boss Jeff Grech, “and we still have no real idea why. Obviously, we’ve got brand new ones on all the race engines, but it’s one of those very strange things.” While the car was retrieved at a later red-flag stoppage, the session was lost, the car re-appearing in the afternoon with a spare engine fitted. With Lowndes now at the wheel (the afternoon session for co-drivers

hr. >V-_

- -m

HIGH PROFILE... Jason Bargwanna wrote his name in lights with his stunning form at the wheel of the HRT Young Lions Commodore, (Photo by Dirk Klynsmith) confirming the special talent he posseses. only), car 15 set the fastest time of the afternoon (2:12.57),just pipping the sister car driven by Mark Skaife. HRT’s newest recruit was revel ling in his driver-only role and was hurling 05 around with some gusto - eventually rotating lightly into the Caltex Chase sand halfway through the session. “The grip level is surprisingly down on what it was at the test day,” he said, reflecting the view up and down pit lane. “I’d done a num ber of laps and it was starting to getjust a bit taily ...” Next morning, 05 ground to a halt during the pre-qualifying ses sion. This time, the distributor drive had dropped a tooth. Again, a rare and unexplainable thing. Shades of’95... Consequently, 05 also had a

spare engine fitted for qualifying. The third HRT car, the Young Lions Commodore, was showing just as much pace as its team mates, Jason Bargwanna preview ing his qualifying effort with a good 2:12.9 on Thursday and a 12.1 on Friday morning, after going a little stiffer with set-up - still without a new tyre on the car.

eammate Mark Noske was also stringing together some good laps in race trim. No wonder Centrebet slashed the duo’s stupendous 66-1 odds in a hurry after suspending betting during Thursday. In the end, you could only get 6-1. Glenn Seton, too, was having some mechanical niggles. Continued on Page 20

SET-BACK... Greg Murphy surveys the damage (“It's rooted,” he told the crew) after going off at Hell, but the HRT Commodore was back in shape the next day. (Photo by Marshall Cass)

LEARNING ... It was not for lack of trying that American Scott Pruett had trouble getting (Photo by Dirk Klynsmith) to grips with Mount Panorama in the Komatsu Falcon ...

QUHLIFYinG

240Mef199/

n roars «

'T’f

HOOTERS ... These promotional girls ensured plenty of attention for at

QUADRANT SUSPENSIONS

mm 4,6,8 OR EVEN 12 CYLINDERS I

BILSTEIN.

Riom,/NJECnON OR CARRY NITRO, NITROUS OR PUMP FUEL CROW CAMSPOim THBi/IALL

RriM McKtskea - Antraieslai 6 litn Ctefba

Pool Marty ● Rocerd trndibj dcyl Rdl

Phone {

Stole...

■ii ●-A.

VEHICLE TYPE Moke

● OFF-IWAD ● RACE ● RALLY ● SPEEDWAY ● DRAG

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

inCeror,-Sp

Whitehorse Road

3134-42 Rooks Road Nunawading 3131 Tel 03 9874 5999

a fT3

TVnPo

V 24 hour Information Fax Hotline 03 9728 8292

Weight

Ib/Kg

● 8S Ga Riord HeUa -●Q

«.

Aitk^ry Sdro ● Me^fletl Wtedas ford Sd)

omoAiSCNSCB

JsM M«e<(. 9 inMHl ilitil Tcroa

.Yeor., .Cubic Copntily., Bore .Inches/MM RPM at 100 KMH. ...Maximum Operating RPM

□Automolic

^ Converter Stoll Speed

,...C.I/Litres .Inthes/MM

’

>/■

(Be honest now)

. . . HEAD MODIFICATION □ Slock

UniigSt.«-f3.en.dVI2Jo3.flO]

□ Monuol Gearbox Speeds. Diff Ratio □ Mild Port Job

aBigynlves

□ Rote prepnred

Ik Derria Hoattr - M S*cMtd SItmI CMlal

^ EXHAUST SYSTEM □ Slock □ Big Pipes □Fxtroctors □ Open System TYPE OF CAM REQUIRED □Hydraulic GMechanitol □OverheodCom □ Roller 1 Vklor Iroy ● WorU'i fBlisl DmciIgbssct

for Canterbury Road

...Yeor.

FUEL SYSTEM

K TRANSMISSION

■

(●

....Postco de.

L No. of Injectors or Carburettor Venturi. .□ Turbothorged □ Superthorged □ Nitrous 5 CFM of Carburettors. Boost IPSIl Type of Fuel

' 4

2 *«a^

).,

nPE OF USE (Tick One ot the followingl □ Mild Street Performance □ Towing □ Hot Street Performonce □ Slreet/Rote □ Dreg Rating □ Speedwoy □ Torque and Economy □ Grcuit Racing

.Idle Speed Jna K.^. 3 Oa*. S.7« SOMt OoTia.

....Fox (

)...

^ ENGINE Moke and type No. oi Cylinders.... I'l Compression Rolio ■ Stroke

Twry St^ty ■ AiitrdBQ'i D«i Ts; FcaStr

Berwick Road

Ped OfKk - iUitidla't PnlMt Strtit Car

Your name doesn't have to be Victor Bray or Wayne Jones to get the right com advice. Whatever your rood or race performance needs Crow Engineers will work with you to extract maximum power and reliability from your valve train. So take advangage of Australia's most advanced cam design and' jPW manufacturing facilities. Fill out the questionnaire and fax or mail now to: J' Crow Cams 16 Colbert Road, Campbellfield 3061. Fax (03) 9357 0001 Dot Wsbtoaaoit - Did Sopir On Aaspica Address Name. ■il Suburb

WsT«* Ccnl*<i9< - Cosp. ObtetiH NotloBd CkspM

l|S

]

fax or mail now tor your rompleto valve train parkage >

CROW

Wop* J«Mi ■ WwU't faitiil eitiaaik i

Aady Hlrii ● 4.21 5.0 litn WA Ont Adoii' Oild*Tl Ray Rtffttwy fird 6

PRimUSIODO

24 October m/

%●

ON THE PACE... As usual, Glenn Seton was quickly up to speed and eventually qualified the Ford Credit Falcon on the front row of the grid. (Photos by Marshall Cass) Continued from Page 18 After setting the pace on Thursday morning with a seeming ly effortless 2:11.78, the Ford Credit Falcon broke a half-shaft going up Mountain Straight for the first time in the afternoon with David Parsons aboard and then spent Friday morning in and out of the pits with a fuel supply problem. With the engine running lean as soon as throttle was applied, the ftiel pumps were the initial target for investigation. But in the end a faulty throttle sensor was diag nosed and things returned to nor mal in time for qualifying. “I usually have a faultless run in practice and break down in the

race,” said Seton. “Maybe it’s going to be the other way round this time!” The smoothest run looked to be coming from the two Castrol cars Holden and Ford.

ith the tyre choice resolved, the Perkins Commodore set about its final suspension trimming on Friday morning. Ingall getting the team’s first set of new rubber and immediately placing the car into the top three (behind HRT’s two regular cars) with a 2:11.59. “Everything’s going pretty much as we’d predicted,” reported a relaxed LP, “especially as we’ve got the right t5rre decision.”

UNLUCKY... Tony Longhurst was in great form, consistently among the top four until it count ed most. An engine probiem at the start of qualifying reiegated him to the back of the grid.

There were more smiles at Longhurst Racing, where every thing was going just fine. , Having been third-quickest on Thursday morning, the Castrol Falcon was fourth, just a couple of tenths behind the Castrol Commodore on Friday morning. “I’ve tried two different front bars, changed the camber a bit, but not much else,” Longhurst said. Co-driver Charlie O’Brien only ran a dozen laps over the three ses sions, but a 2:14.5 suggested he was settling in well. Tyre selection aside, Dick Johnson and John Bowe were mak ing steady progress with the new Shell Falcon (2:12.54 on Friday morning), while the second car was

on the verge of breaking into the 12s - albeit with some excitement along the way. After being rear-ended by Gardner on Thursday morning when there was some confusion as the pair slowed following a red flag, things got even more exciting on Friday for Steven Johnson when he had to cope with a tyre blow-out as he braked for the Chase: “The right front went and the car moved right onto the grass as I braked,” he said. “So I lifted off the brakes so we wouldn’t hit the fence and got it back onto the road and concentrated on going straight off into the sand rather than turning and risking it turning over ...” Damage was remarkably light

and both Johnson and Baird were within a couple of hundredths of each other during the session, in the low-13s. Wayne Gardner and Neil Crompton worked away at spring/shock/height combinations to good effect. After losing a little time following the bingle with Johnson on Thursday, Wayne was fifth fastest in Friday morning’s session (2:12.07). The team planned a “bit of a philosophical change” for the after noon’s qualifying session, according to team engineer Wally Storey. Mark Larkham’s Mitre 10 team was taking a conservative approach, working through some

Yella Terra Roller Rockers can be fitted in an hour & save you II

Iff

OBILGATiaN FREE PRODUCT RECOMMENDATIONS

Name _ Address Fax

Phone

Engine make, model & Year (eg 1974 holden sosci pre-pouution): Type of Use (eg towing/hot street/drag race/road race/speedway): Please supply details of any of following components - (if not standard) Camshaft:

Pistons (comp, ratio):

Crank Shaft (stroke):

. Inlet manifold:

Please provide the following details: to

Intended RPM range: From

Fuel used:

Preferred compression ratio:,

Please make recommendations on the following products (please tick): Cylinder Heads; □ exchange cast iron □ new cast iron Rockers: □ Street Terra Flywheels:

□ new aluminium

□ Yella Terra

□ Fleavy Duty race

□ Steel

□ Alloy

Mail or fax to Yella Terra 273 Wickham Road Moorabbin Vic 3189 Phone 03 9555 5522 Fax 03 9555 4152

273 Wickham Rd Moorabbin VIC 3189 HI PERFORMANCE ENGINE PARTS

If your planning to fit stud type rolier rockers to your engine... don't! Think of the cost of add ons like screw in studs, guide plates and related machining not to mention the time and cost in removing the heads. YELLA TERRA and STREET TERRA EASY FIT rockers bolt straight onto the standard mountings in about an hour with no special parts or machining required. The unique shaft and pedestal designs provide a more rigid system than any stud type rocker and will eliminate the add on cost of parts, machining and fitting that will save you hundreds of dollars. EASY FIT rockers are available in economical Street Terra and ultra strong Yella Terra versions to suit your performance needs and budget.

/ k

Ph: (03)95555522 Fax: (03) 95554152

Economically priced and super strong alternative to standard rockers for high performance street engines.

Strongest rocker you can buy with unique lifetime warranty against breakage. Perfect for ultra high performance street and race applications.

As used}i AuscarSf Cup and 1 over mini kllor

QUHLIFVIRG

24 October 1991

n Bathurst City Council announced on Friday that Skyline will from here on be named Brock Skyline. In response to the now obligatoiy media questions concerning the likelihood of his own retire ment, Dick Jolmson quipped: “The day they call it Dick’s Dipper, I’ll bolt...”

MARK OF EXCELLENCE... While Peter Brock was signing thousands of autographs. Mark Skaife was setting some hot times in the 05 Commodore. (Photo by Dirk Klynsmith)

n Sydney engine man Wayne Jones had a close call when the Pro-Duct car popped its aii-jack hose and crashed down on his foot. After medical attention in pit lane, he was able to hobble aroimd for the rest ofthe meeting.

n Larry Perkins ran from Thursday morning through to Saturday lunch-time on the same engine he and Russell Ingall used throughout the Tickford 500 meeting. It never missed a beat.

otfianBuy HOLOGIM I IIUIK :al

n Clever quip of the week con cerned the young lady who had lettered her fingernails P-E-T-E-RB-R-O-C-K: “Lucky she’s not a Jason Bargwanna fan - she’d have to « wear sandals... chassis fine-tuning, and was in the top ten in all three sessions. Team manager Ross Stone was pretty sure that Larkham would cement a solid top ten spot and was delighted with co-driver Andrew Miedecke, who was into the 2:14s after just a handful oflaps. Newly confirmed Level 1 team John Faulkner Racing ended up having a busy practice period. Faulkner completed 30 laps on Thursday morning and was into the low 14s before clipping the wall

pn wiiming Commodore ouiriing Cars

quite heavily coming out of the Cutting. The side-on impact meant a lot of work to repair the rear end assembly, but the steering had also been damaged - which became apparent as co-driver Win Percy set off down pit lane for the afternoon session. With that session missed, Faulkner did well to get into the 12s on Friday morning before handing over to Percy for the Englishman to complete some vital miles.

The team’s effort was also com plicated by the fact that they had “re-engineered” the rear end of the car since Sandown - different pickup points etc - but found the rear arms bottoming once they got to Bathurst. In the end, the team returned the car to its known settings. The Valvoline Commodore wasn’t pleasant, according to Richo Senior, on Thursday: “The shock control just wasn’t good — all over the place,” he report-

ed. “When you’re not a team with years of experience coming here, it takes a bit longer to get on top of it.” By Friday morning Jiin was able to report that things were “much better”- Steve getting the car down into the 2:12s. Among the remaining Level 1/Special Level 1 teams, there were a few minor dramas but, again, generally strong rehabihty and just suspension work to tune the cars. The Ellery/Hossack Gibson

Motorsport Wynns Commodore, crew worked away on purely race set-up, running in the mid-14s, as did Terry Finnigan’s Sony Commodore, but Tomas Mezera lost time in John Trimbole’s Bottle Magic car with an engine problem on Thursday morning. It also took some time to revert the car to his preferred settings, but in the end Tomas produced a good qualifying package. Continued next page

Over 300 Horsepower from your 253 Holden!i

HI PERFORMANCE ENGINE PARTS

Commodore Cup racing proves once again the power potential of Yella Terra performance heads and the strength of Yella Terra Roller Rockers. Competitors extract over 300 horsepower from Holden 4.2 litre V8s using UNMODIFIED Yella Terra HIGH TORQUE exchange cylinder heads and Yella Terra roller rockers combined with a streetable :>

camshaft and carby combination. Similar CNC machined Yella Terra heads are available as exchange units for your Holden V8, red, blue and I black Holden 6 or Ford Cleveland! V8 that are great value for money. A choice of performance options are available that will deliver from 20 to 30 per cent more power on standard road cars to over 300 tyre frying horsepower from a 253 Holden V8. Light-weight Alloy Heads are also available for Holden 6 & V8s

NOW ii£l Available "*'^3 Explosion Proof Steel and Lightweight Alioy Fiywheeis % .kJI

To Suit Ohev VS/Chev Marine Ford V8 eiev. &

including the awesome new VN V8 alloy head with over 650hp potential, ame race winning performance and reliability won’t do better than Yella Terra heads and

CYLINDER HEAD & ROCKER COMBINATIONS Make/ Engine

Product

Towing/ Economy

LPGas Power

Street Performance

street/ Race

Holden 6 Red 179,186 Holden 6 Red 202-3300

Head Rockers

LC7986 ST2007

LC7986G ST2007

LC7986 ST2007

BATH6000 yr5007

Head Rockers

LC2020 ST2030

LC2020G ST2030

LC2020 ST2031

BATH6202 YT5031

Holden 6 Blue 3300

Head Rockers

XT63300 ST2030

XT63300G ST2030

XT63300 ST2031

RRA3300HC YT5029

Holden 6 Black Carby Holden 6 Black EFI

Head Rockers

XT63300A ST2030

XT63300AG ST2030

XT63300A ST2031

RRA3300HC YT5029

Head Rockers

XT63300 ST2030

XT63300G ST2030

XT63300 ST2031

RRA3300HC YT5029

HT2530 ST2032

HT2530G ST2032

BATH25308 ST2033

RR25308 YT5020

HT4200 ST2032

HT4200G ST2032

BATH4250 ST2033

RR4250 YT5020

XT54200 ST2032

HT4200G ST2032

XT54250 ST2033

RRXT54250 YT5020

FF30249 ST2035

LPG30249 ST2035

FF30249 ST2015

N/A YT6015

FF35158 ST2035

LPG35158 ST2035

FF35158 ST2015

RR35158 YT5039

Heads x 2 Holden V8 Rockers 253, 308 Red to 6/1976 Heads x 2 Holden V8 Rockers 4.2, 5.0 Red 7/1976 to 3/1980 Heads x 2 Holden V8 4.2, 5.0 Blue/Black Rockers 4/1980, except ULP Heads x 2 Ford Cleveland Rockers 302 V8 Closed Chamber Ford Cleveland 351 V8 Open Chamber

Heads x 2 Rockers

Cylinder heads and rockers can be purchased and fitted separately

030% more power from your standard Holden or Ford. Whatever your needs,fella Tena Heads will deliver.

n 1

PRimUSIDOO

240ctotoWI

Privateers turn it on

rivateers Peter Doulman and Ryan McLeod completed a qualifying duel worthy of any international race on Friday afternoon. Privateer “pole" changed half a dozen times - twice on the last lap - as the two went quicker and quicker in the battle to col lect the top spot and $5000 in the newly created Control tyre category. In the end it was Doulman whose final lap eclipsed what McLeod could well have thought was pole - by just two-hundredths of a second.

on Friday morning, but then Price had a big ger shunt, rotating the car heavily into the wall exiting Repco. This was a big one and clearly the duo were forced to miss qualifymg. The team and the TAPE boys eventually had the car ready to go for Saturday after noon’s free practice session.

And, as qualifying unfolded, the 20 priva teer entrants lined up neatly in the timesheets, the fastest forming an almost unin terrupted passage from the slower of the Special Level 1 entrants in terms of speed. It set up some genuine interest and a worthwhile contest for the race within the race. The duo had acquired a set Cotter/Doulman of the Dunlop Control tyres in time for a brief test at Oran Park late the previ ous week - and found a night and day dis tance between the set-up for their regular Yokohama tyres and the Control Japanese K1: “We had to start all over,” Doulman reported. “Springs, shocks, ride height, roll centres, you name it. “First up it was shocking, but by the time we got here it was getting better.” The team worked down from a 2:17.9 on Thursday to a 2:16.2 on Friday morning and the regular Bathurst duo were confident a fresh set of tyres would bring more. The new Ryan McLeod/Darren Pate pair ing looked like the strongest challengers throughout, the ex-Hossack Commodore being run by the very competent Faulkner crew. With some Bathurst experience, McLeod had most laps, while Pate set about learn ing his way around Bathurst in a V8 for the first time. Things ran like clockwork throughout, with McLeod into the 16s by Friday morning. While these two cars looked the two most likely to compete for the $5000, there were probably another four or five cars not too far away. Chris Smerdon reeled off a number of 2:17s on Friday morning before handing the car to ex-pat Aussie Charlie Cox. Bob Pearson’s Pro-Duct car looked good, with Western Australian Allan

GRIPPING ...The battle for fastest privateer between Peter Doulman (above) and Ryan McLeod (right) went down to the last lap of qualifying. (Photos by Dirk Kiynsmith and Marshall Cass)

McCarthy getting into the 2:18s, despite relatively few laps by either. Kevin Heffernan’s joint entry with Danny Osborne looked strong, and Ian Luff also had Neil Schembri’s car into the 18s, along with the Hislop/Briggs Commodore. Of the others expected to be in contention, Mai Rose was playing himself in careful ly, the team having just “one of everything” for race week, while Sandown privateer winners Williartis/Gover were in trouble with the Simoco car. The car simply didn’t iook right on-track, with the more experienced Williams scaring himself a bit as the team struggled for setup. Kevin Waldock’s team lost valuable time after the Falcon popped an oil line at the Cutting, spreading oil everywhere, and giv ing the crew some anxious moments as they checked the engine for damage.

All of theofprivateers fell neatly intoses¬ the second Friday’s “split’ qualifying sions and both McLeod and Doulman popped early mid 2:16s to set the bench mark. McLeod put in a 2:16.38 mid-session, but moments later Doulman was the first into the 15s, with a 2:15.85. Before McLeod could respond, McCarthy became part of the equation, running a 2:16.07 in the Pro-Duct car. It was going to be just as much a lastminute contest as the pros usually have ... As Barnacle parked the Everlast Commodore with right front damage and Williams lightly tapped the wall out of the Cutting as he fought the Simoco car into the 19s, both Doulman and y McLeod emerged on fresh KIs for a final fling. McLeod put it together, slashing his time down to a 2:15.45. But while the CAMPS crew / erupted, Doulman had made it %' I across the line just a second before the chequered flag came out and had one last chance. “I actually missed third (gear) as I started the lap and ran wide at the Cutting, so I ^ ln»wronte i finooiJel Sfn»n« 4^ thought I’d blown it,” he said later, but in the end the Allen’s V» V r \r c» ●. Commodore made it by twohundredths ... Behind McCarthy, there was actually quite a gap The Conway/Monaghan Falcon had run over a second to a group headed by in the top three or four in both of Thursday’s Heffernan, Smerdon, Hislop, Rose and sessions, but on Friday morning, Conway Gavin Monaghan (in Mike Conway’s tapped the wall at the Cutting and the team Falcon) - the latter having missed most of was late out for qualifying as a result. Friday morning’s session and thus not The Castrol Cougars were having a improved as much as expected. shocking time. Melinda Price backed it into So an interesting privateer contest was the wall exiting Hell on Thursday morning set-up - the old hands (Cotter/Doulman) and the TAPE crew did well to patch it up versus the Young Guns (McLeod/Pate). A for the afternoon, during which Kerryn worthy race within a race. Brewer worked steadiiy down to 2:23s. -CHRIS LAMBDEN Kerryn improved to match Price’s 2:20

Continued from previous page The second Coke car, with three new drivers to blood, did just that, while the Romano/Grice Commodore ran in the low-15s on Thursday with an engine that, according to team manager Alan Heaphy, was “almost past its use-by date.” The team avoided the temptation to fit the fresh race engine for Friday and simply concentrated on giving both Romano and Grice laps. Greg Crick had a strange prob lem in the Ericsson/Alcair Commodore - apart from an excit ing moment at the Chase when a brake bleed screw came undone with the power steering almost locking then freeing at will ... In the end, a replacement rack fixed the problem, but it all cost time that both he and co-driver Peter Fitzgerald needed and gave them both heartburn... The Ashby/Reed Lansvale car was running faultlessly, but “not quite quick enough - I think it’s me,” said an honest Trevor Ashby, while Mark Poole seemed unchar acteristically stuck in the mid-16s throughout.

QuaSifying

The Paddock was unusually quiet in the period before the single

n aumnp ^

TOP TEN... Steven Johnson put the number two Shell Falcon into Saturday’s shoot-out. Friday afternoon Qualifying session, just about every team happy with its situation. Behind closed doors, though, HRT was making its second engine change, while along at the Betta

Electrical garage, John Faulkner’s crew were also changing engines. “They just feel the race engine will have that much more for quali fying,” a team spokesman said. But the change extended into the ses-

(Photo by Marshall Cass)

sion, Faulkner emerging perilously late for the session that really mat tered ... For a Bathurst week which to date had been rather quiet, things were about to get interesting ...

The first 45-minute session, for the top half of the field, was only moments old when the dramas started. Tony Longhurst, in the top three or four all week, coasted in without completing a lap, the cam belt hav ing gone on the Castrol Falcon. Tony would start the Primus 1000 from the back row.

urphy’s first lap was a 2:11.72, but then it all went amiss for the defending champions. “I got the tail out a bit out of Hell, it slipped over the kerb and around it went,” he confessed later. The Mobil Commodore arced across the road, hitting the inside wall tail first. An annoyed Murf ini tially reported serious damage “it’s rooted” - but, although it would take the team all night to fix, it wasn’t quite that bad. The rear axle had taken most of the impact, the Watts linkage being shifted across. A new rear end housing was required. Brock was also back in the pits, 05 having dropped onto its front left wheel. A suspension joint had broken and it took nearly 20 valu able minutes to fix it. Out on the track, Glenn Seton Continued Page 24

%' -J*

\W h-

^ Hitfb f^rformance Coatings.lac.

£y/j

'T. ^

kln/jnrJLHiafSik^i

Ur*

4f V ’

r<S

<Sm MJQIM},

PtHHM

ii U'

These professionals have consistently relied on the Integrity and expertise of High Performance Coatings, Inc.

◄H

►

Professional products, top quality coatings and unsurpassed service at low, low street racer prices!

igh Performance coatings can provide protective and performance enhancing coatings for a lot more than just headers. While we are probably best known for pioneering specialised metallic/ceramic aerospace coatings for headers, we also offer a number of other specialised coatings that can make parts last longer and perform better. We are now providing a special advanced formula coating for superchargers that will provide extended life and reduce the frequency of overhaul. We also offer our SDF-1 coatings that is solid dry film which is applied to valve springs and pistons. This coating lowers the coefficient of friction and helps oil cling to the treated components. The oil temperature is lowered by as hnuch as 20°. It is not unusual to literally double the life of your valve springs with SDF-I. This same wettable-matrix coating is extremely effective on piston skirts. Clearance changes are not needed. HPC’s Higher Performance Coating that is commonly used on headers, exhausts components, intake manifolds, suspension components and many other parts found on race vehicles, will substantially extend the life of these components. Additionally, when used on headers and exhaust components, HPC can actually improve the performance through increased gas velocity and improved laminar air flow, along with reduced underhood temperatures.

■nm

15 YEAR

VIC 6 Watsm lk)a«l Leongafha 3953 Phone 03 5662 4719 QiLD: Opeiis iniid^NioVl

rw:

C. 'fiviliS: ^ 1 m 1.11 m tvai'iji ■

When Australian Top Fuel and Funny Car Champion Romeo Capitanio assaults the five second barrier... HPC is on board!

When John O'Kearney hits the track with his Pro Stock Pontiac ... HPC is on board! 1 ,

When Garry Brazier was crowned Australian Sprint Car Champion ... HPC was on board!

* ' _

When Terry Wyhoon won the Australian AUSCAR Championship ... HPC was on board!

Lot 45 Strathwyn St Brendale 4500

Phone 07 3381 0885

. -i

ICE I

Benefits of HPC Exhaust System Coatings:

Superior corrosion protection (self-sacrificial quality will not allow corrosion to develop even when damaged). Performance gains (increases gas velocity, improves laminar air flow and reduces ambient underhood temperature). Rapid cool-down, weldability, colour availability, non-bluing and non-staining qualities, elimination of thermal fatigue/oxidation, excellent abrasion resistance, protection at temperatures of -375° to +I300°F, applicability on both new and used components. ,

* \A ^

Better Prices! Better Warranty!

HPC offers extremely competitive pricing and warranty. Call our number for a price quote and compare our prices to anyone else offering a similar service. Compare our warranty program ... it’s the best in the business!

NOTE: All HPC coatings are applied to your existing components and can be utilised on new or used items. You simply ship the products to us, we apply the appropriate coating, securely pack the products and ship the parts back to you. Call the phone number below for price quotes and additional technical information on the finest coatings available.

^ If/ffA f^rforntMU Coatings, h

r^vMATCO -fr p/gTQOLS

■TiT

intake l^anifolds

#-“l

^ ic-

X 7/

lldP

| | |

When Sam and Issy Blummenstein break Competition and Super Stock records ... HPC is ' on board!

THE FIRST THE FASTEST... THE QUICKEST THE CHAMPIONS ARE ON BOARD... WITH HPC © Motorsport News

QURLIFYinC

24 2moberm/

DUd.

Continued from Page 22 had, with his second lap, toppled Murf from top spot. Alan Jones was third (2:12.16) with Johnson fourth on his first set. As the 30-minute mark approached, things hotted up. Perkins rocketed to second with a 2:11.43, but in the remaining 15 minutes LP was relegated to sixth. Gardner put in a 2:11.33 and then sat in the pits as the Coke team worked on fcding the reason for a “long” brake pedal. “It was consistent, but long,” Wayne said. “Might have cost a tenth or two... Bargwanna dropped into the 2:11s and then pitted for his second fresh set. With ten minutes to go Bowe was also in the 2:11s before pitting for his final set. Brock had managed three laps for a 2:12.45 best and he pitted to hand over to Skaife, who would have one shot on a fi-esh set. TT

minutes to go, the pits erapted as Bargwanna V f put together a beauty 2:10.92. It was the first 2:10 of the week, and what a time to do it. “It was just a damned good lap,” a beaming Bargwanna reported, slightly stunned to be on provision al pole. “I’ve worked 11 years for some thing like this, always believing I was as good as anyone out there. It’s gi-eat. “The car is good everywhere, spot on, and I’ve been working on mak ing the third lap on a fresh set the good one - that’s what the boys have impressed on me.” Co-driver Mark Noske had origi nally been scheduled to qualify the cai’ in the Top Ten, but was honest enough to admit that Bargs was “a session in front of me” and happy to let his mate do the job. Regardless, Noske had popped a low 2:12 on his fresh set of Bridgestones, suggesting a strong pairing in the Young Lions Commodore. Faulkner, who had joined pro ceedings mid-session, popped in just his second 2:11 (amid all the dramas) for the week, a 2:11.38 which would be good enough for seventh. Seton improved to a 2:11.21, then Skaife put in a 2:11.65 on his sec ond lap and set off on that vital third. Bowe jumped to fifth with a 2:11.38 on his last lap and Skaife swept into sight, the last car with a chance to eclipse Bargwanna. It was a 2:10.99. “We lost too much time,” he smiled. “If things had gone to plan, there was possibly a 10.5 in the car. “Still, we’ll have a look at the

Practice & Qualifying Times Pos

Drivers

Car

Thurs AM

Thurs PM

Fri AM

Qualifying

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21* 22* 23* 24* 25* 26* 27* 28* 29* 30* 31* 32* 33* 34* 35* 36* 37* 38* 39 40* 41*

Jason Bargwanna/Mark Noske Peter Brock/Mark Skaife Glenn Seton/David Parsons

Young Lions Commodore Mobil Commodore Ford Credit Falcon Coke Commodore Shell Helix Falcon Castrol Commodore Betta Commodore Mobil Commodore Komatsu Falcon Shell Helix Falcon Valvoline Commodore Mitre 10 Falcon

2:12.9060 2:11.9310 2:11.7822 2:13.8217 2:13.0144 2:13.0554 2:14.1818 2:16.3481 2:13.8226 2:14.2161 2:14.3846 2:13.3970 2:22.5323 2:17.6958 2:14.8945 2:18.5845 . 2:16.6455 2:17.0622 2:17.6741 2:15.0875 2:17.9822 2:18.7244 2:24.1586 2:19.3857 2:21.2080 2:24.9891 2:20.9349 2:19.7655 2:21.1402 2:19.4203 2:20.8108 2:24.8930 2:23.5039 2:22.3546 2:21.6234 2:21.2297 2:29.2027 2:24.7219 2:12.5386 2:31.5269 2:22.1904

2:14.4551 2:12.8227 no time 2:15.6571 2:13.6228 2:13.5887 no time 2:12.5706 2:16.5026 2:14.4418 2:15.8143 2:14.9324 2:20.7000 2:17.0471 2:17.0750 2:17.2059 2:20.5943 2:16.5087 2:16.8199 2:15.2942 2:18.9571 2:18.1574 2:20.1235 2:21.0575 2:21.5527 2:21.4708 2:26.6857 2:18.9719 no time 2:20.1684 2:25.2751 2:22.4222 2:23.2553 2:22.4417 2:22.3761 2:31.9812 2:26.8390 2:26.4897 2:14.5687 2:32.5307 2:23.9759

2:12.0962 2:11.4832 2:13.2136 2:12.0706 2:12.5366 2:11.5952 2:12.8025 2:11.3045 2:12.1567 2:13.0800 2:12.8319 2:12.6718 2:14.8749 2:15.7121 2:14.5680 2:15.5792 2:14.8668 2:15.8477 2:16.6293 2:15.6841 2:16.2104 2:16.8941 2:18.7734 2:17.6686 2:17.5989 2:18.9723 2:19.6355 2:21.0311 2:19.6986 2:18.6399 2:20.0768 2:21.1707 2:20.7051 2:19.9791 2:23.2222 2:22.9315 2:23.1523 2:24.2281 2:11.8689 no time 2:20.8784

2:10.9216 2:10.9943 2:11.2138 2:11.3377 2:11.3860 2:11.4343 2:11.4887 2:11.7288 2:11.8396 2:12.2068 2:12.4954 2:12.8948 2:14.1076 2:14.2786 2:14.5071 2:14.5231 2:14.5292 2:14.6324 2:15.0309 2:15.1968 2:15.4359 2:15.4576 2:16.0765 2:19.3857 2:17.8320 2:17.8625 2:18.1344 2:18.3042 2:18.6129 2:19.3623 2:19.5686 2:19.6182 2:19.7163 2:20.4910 2:20.6410 2:22.5450 2:23.7925 2:24.5541 2:26.7920 2:35.4020 no time

Wayne Gardner/Neil Crompton Dick Johnson/John Bowe Larry Perkins/Russell Ingall John FaulknerAA/in Percy Greg Murphy/Craig Lowndes Alan Jones/Scott Pruett/Jason Bright Steve Johnson/Craig Baird Steve Richards/Jim Richards Mark Larkham/Andrew Miedecke John Trimbole/Tomas Mezera Greg Crick/Peter Fitzgerald Darren Hossack/Steve Ellery Peter Bradbury/Paul Stokell/Anthony Tratt Terry Finnigan/Terry Shiel Trevor Ashby/Steve Reed Mark Poole/Tony Scott Paul Romano/Allan Grice John Cotter/Peter Doulman Ryan McLeod/Darren Pate Bob Pearson/Alan McCarthy/Bruce Stewart Kevin Heffernan/Danny Osborne Chris Smerdon/Charlie Cox Ray Hislop/Tim Briggs Mai Rose/Kevin Burton Mike Conway/Gavin Monaghan Kevin Waldock/John Smith Neil Schembri/lan Luff Bruce Williams/Paul Cover Garry Willmington/Bill Sieders Malcolm Stenniken/Peter Gazzard

CDB Bottle Magic Commodore Ericsson Alcair Commodore Wynns Commodore Coke Commodore Sony Commodore Lansvale Commodore Gawler Commodore Romano Commodore Allen’s Commodore CAMPS Commodore Pro-Duct Commodore Price Attack Commodore Vittoria Commodore Commodore Fairfax Commodore Cadillac Falcon CBS Mining Falcon Gearbox Commodore Simoco Commodore Simon’s Earthworks Commodore Scott’s Commodore Union Steel Commodore

Wayne Russell/Ric Shaw Peter O’Brien/Brian Callaghan/Ron Barnacle Everlast Commodore Palmer Commodore Ian Palmer/John English Commodore Brian Walden/Steve Williams Scotty Taylor/Bill Attard/Steve Bell Tony Longhurst/Charlie O’Brien Michael Hart/Peter Laurence Melinda Price/Kerryn Brewer

Xerox Shop Commodore Castrol Falcon SMC Commodore Castrol Commodore

* - Privateer category data and will change a little for tomorrow...” Prophetic words. Murfs one lap was good enough for eighth, while Jones’ desire to give Pruett valuable laps later in the session almost cost a top ten spot - his earlier time good enough for ninth. Steve Johnson did well, despite “a little too much sideways motor ing” as he put it, to get the best of a three-way scrap for that vital last spot in the top ten, easing out Steven Richards and Mark Larkham. Mark had grazed the wall at the Cutting on his opening lap and, apart from the time lost while the team assessed any damage (only the right rear wheel) to the Mitre 10 Falcon, it was enough to upset

the momentum for a car which had been in the ten all week. Tomas Mezera vaulted the Bottle Magic car to the top of the Special Level 1 entries, 13th outright, with a 2:14.11 mid-session, just shading Crick - at last getting a consistent run in the Ericsson car. Ellery wheeled out another mid2:14 for grid 15, only just shading Stokell in the second Wayne Gardner Racing car and Finnigan’s Sony Commodore. Trevor Ashby qualified the Lansvale car, last in the 2:14s, ahead of Poole’s Gawler-supported car and Grice, who qualified the Romano car 20th and last of the Level 1/Special Level 1 cars (2:15.19), and looking forward to Saturday’s fresh engine. n

EARLY STARTER... For optimum performance on Sunday, you have to (Photo by Dirk Klynsmith) practice hard, even if you are just a drinker.

YOKOHAI\yiA

WYNNERS... Steve Eilery qualified the Gibson Motorsport Commodore 15th. (Photo by Marshall Cass)

ATTACK... Kevin Heffernan was the fourth-fastestprivateer.

(Photo by Dirk Klynsmith)

TOPTtn

240ctobefW97

Villain to hero

Five years ago they booed him, but putting Peter Brock on pole earned Mark Skaife the most cheers of his career, as CHRIS LAMBDEN explains:

he drivers may not actually like the single lap shoot-out (both Perkins and Skaife sug gesting that Friday’s full session was “real qualifying”), but then this is showbiz and it makes a great show... The 15-minute warm-up prior to the single lap runs was almost as interesting as the shoot-out itself as some teams - HRT in particular made the choice between running on fresh “green” tyres, or a set which could be lightly scrubbed, but most importantly wanned up, late in the session. With the Top Ten following immediately, there ended up being a split decision. Skaife did an initial trial nm on a scrubbed set and clocked a 2:10.7. No-one else was even in the tens, but then he went out on a cold, green set for a single lap warm-up and a timed one. It was a stunner: 2:09.8. The first ever sub-10 second lap in touring car history. And this was the warm up ... Of course, he then opted for a new set for the Shootout itself, as would Alan Jones and Dunlop run ners Johnson, Johnson and Perkins. The rest went with a new set carefully scrubbed for just one or two laps right at the end of the warm-up. Steven Johnson was first out, putting together a neat lap, but with one missed gear - fourth instead of second - heading down into the Dipper. 2:11.62. AJ was also tidy and a little quicker-2:11.23. Murphy was very quick across the top, a little lock-up into the Cutting, but then a bigger one under brakes at the Chase. “I had to grab second rather than third

MONO-WHEELER ... Look closely and you will see that Skaife has just one wheel on the ground during his brilliant pole lap. and it cost me ...” It was still the qmckest to date -2:11.02. Faulkner was next. After all his previous complications, JF was looking for a trouble-free run and that’s what he got. His second 2:11 of the week -2:11.41. Larry Perkins - still on his origi nal engine (“I simply can’t justify risking our race engine in the top ten”) which had done the Sandown 500 - was neat and quick, his quickest lap ever - 2:11.08. “That’s the fastest lap I’ve ever done here,” he said smiling. “There was never a nine or ten in it - but we’ve still got our race engine to come. It’ll have a bit more ...” Dick Johnson’s lap was also neat, apart from a bit of an oversteer out of Murrays at the end - 2:11.33, also a personal best. Wayne Gardner gave it a real go. “The Yokohamas were still a bit cold when we started the lap and they came on a bit late,” he said. At

Top Ten Shootout 1 Mark Skaife 2 Glenn Seton 3 Greg Murphy 4 Larry Perkins 5 Jason Bargwanna 6 Alan Jones 7 Dick Johnson 8 John Faulkner 9 Steven Johnson 10 Wayne Gardner

Mobil Commodore Ford Credit Falcon Mobil Commodore Castrol Commodore Young Lions Commodore Komatsu Falcon Shell Helix Commodore F&P/Betta Commodore Shell Helix Commodore Coke Commodore

Murrays it went wrong. Understeer, power oversteer, kerb ... and a glancing blow off the armco. He still crossed the line, but it was for grid 10 - 2:12.92. Glenn Seton was very, very neat, still looking to Sunday as his main focus, but was still the first to beat

2:10.0397 2:10.8120 2:11.0270 2:11.0826 2:11.0887 2:11.2317 2:11.3336 2:11.4114 2:11.6200 2:12.8269

Murphy’s time - 2:10.81. Out came Skaife. The man who used to wear the black hat; who used to be booed. This time they cheered. It was a blisteringly pre cise lap. Pole all the way - 2:10.03, a massive eight-tenths clear of Seton.

EARL’S PfRfOlfMANCf PMDOCTS

i.m

DO VOUR SUMS RND CALL €RRL'S RUSTRRLIfl FOR: BRRK6S TILTON & GIRLING Master cylinders, Fluid Reservoirs, TILTON Pedals, Bolonce Bars, Sjas Valves, GIRLING Racing Colipre Seals, Disc pods...Performance Broking Dot & 300c itoLihg B^ke Fluid fedreme performonce ot o Volue Loden Price. 1 CLUTCH6S - TILTON 5 1/2" & 7 1/4" Roce & Roily Clutches & Spores, Internol "Concentricf Slove Cj^liriders, GIRLING external Slave Cylinders, R P Racing 7 1/4" Clutch Spores... hk rices. ROD €NDS - RRDIRL B€RRING Rod €nds & Sphericol Beorings - Top Rmericon Quality ot PLUMBING - Rll the "€RRLS" you'll ever need - ond more! - Oil Coolers, Quick-releose Ccjpters, 1 1 2" uield-on Rodiotor Necks... *i: j VARIOUS - "HVLOMRR" Gosket Seolont, "COPRSLir Rnti-seize, Lockwire, Roce Tope, plpiPins, ’P' Shouj Fuel Filler Cops, Diff/Trons Pumps, RDVIC6 (Free!). f--.

Contoa Martin fe//at CML'S P€RFORMRNC€ PRODUQS RUST. PTV LTD Unit B, 284-290 Parramatta Bel, Buburn NSW 2144 (ta find us turn in beside Carpet City) Phane (02) 9748 6011 Fax(02) 9748 6241 Bankcard, Mastercard, Visa COD avaiiabie

(Photo by Dirk Klynsmith)

“When you do one like the 9.8, with a few laps immediately prior to get the feel of it all, it’s difficult to come out again and match it cold,” he said. But it was still a hell of a lap. Could Bargwanna hope to match

it?

The youngster put in a good one - this is only his second ever tour ing car race, remember - and came up with a 2:11.08, good enough for

fifth.

“Mate, I’m enjoying it,” a relaxed Bargwanna said. “It was a good lap and I’m looking forward to the race.” So, Skaife delivered pole for Brock in his last race. So far the script was looking good: “What a mauling, Brock enthused as Skaife returned to the pits. “Eight-tenths. That’s a maul ing ...” He was as enthusiastic as if he’d done it himselfl n

PRIinUSIOOQ

2S 24October 199/

Happy as Larry While their main rivals fell away with various ailments, Larry Perkins and Russell ingall turned on the heat and raced to a most convincing victory, as PHIL BRANAGAN reports:

ots of people had car speed at Bathurst, but it was the speed/reliahility combina tion and a flawless display of driving and team work that won Larry Perkins and Russell Ingall the inaugm-al Primus 1000 Classic. The men from Moorabbin played the speed game early in the race, Perkins sphtting the Mobil-HRT duo of Peter Brock and Greg Murphy before easing off to watch his opposi tion run themselves out ofthe race. In a race with an extraordinary level of mechanical attrition Steven and Jim Richards came through to take a weU-deserved second place. Taking a very popular third even among opposition teams - was Mark Larkham. The ill luck that seems to have dogged the Mitre 10 team for three years looked to turn on the Mountain, Larkham and Andrew Miedecke surviving a heavy collision and an off-track excursion to run the full race distance. Steven Johnson and Craig Baird finished fourth, four laps away, while the John Faulkner/Win Percy Commodore took fifth from DaiTen Hossack and Steve Ellery’s Gibson Motorsport car. Privateers Mai Stenniken and Peter Gazzard took an amazing sev enth, seven laps behind the winners, to take Level 2 honours after a con sistent nm.

Mechanical damages and crashes counted for much ofthe opposition. HRT Young Lion Jason Bargwanna totalled his qualifyingleading car in the morning warm-up while Craig Lowndes crashed and the Mark Skaife/Peter Brock car burnt out its electrics after the engine backfired. Also crashing were former Bathirrst 1000 winners John Bowe, Allan Grice and Tomas Mezera, the latter rolling spectacularly into the Caltex Chase bunker.

Race(161 laps) It was a long night for a number of teams. In the Saturday afternoon session Gary Willmington lost an engine and spun on his oil, Darren Pate just missing his Commodore, while Mezera also had an engine go on him, the crew installing his wellused qualifying unit. Bruce Williams had a steering problem, a preciusor of what would happen in the race. Also busy was HRT. The race engine in 15 - Murphy’s favourite - was not quite right and, rather than risk it, the crew installed the Thursday practice engine. After a quick run in the warm-up the crew declared the car perfect. After all the build-up (and the shock of Bargwanna’s crash - see break-out) the pre-race hoopla took

NO HOLDS BARRED... Despite a lot of wheelspin, crowd favourite Brock heid arch-rival Perkins off at turn one to lead the big race. Jones, Seton and the restjostle for positions in their,wake. (Photo by Marshall Cass)

over and, around five minutes late, the cars rolled out on their forma tion lap. Many had anticipated a Seton versus Skaife drag race to the first corner, but HRT’s decision that Brock would start his final race stopped that. After the emotion of his lap of honovu with the family it looked a little strange... But he made the decision look hke a great one when the lights went green. From pole, he shot away in a cloud of tyre smoke to beat the Ford into Hell. But the best start was made by Perkins, who zoomed around Seton’s right to take second into the turn. The aggressive Jones held third from Murphy, Seton, Gardner and Bowe, while Steven Johnson was right behind ahead of Faulkner and Larkham. With the whole field making clean getaways, all eyes were on the leader. To a deafening roar from the Mountain, Brock was moving away slightly over the opening lap, with Perkins driving hard to stay with 05. By the end of the first lap Brock’s lead was almost a second while behind the static top 10 came Steven Richards, Crick, Mezera, Finnigan, Stokell, EUeiy, Romano and Ashby. Continued Page 28

WINNING FORM... The Castro! Commodore proved to be both fast and strong, outlasting the fieid to win by 11 seconds, allowing Russeli ingali and Larry Perkins to pop the traditionai champagne from the podium (above right). Standing in the background is Bev Brock. (Photos by Dirk Klynsmith)

RRCE

24 October 199/

and Russell

MT.PANORAMA

BATHURST

l Itit PTMj]

p™

OCTOBER 16-19

.y/H»TE

r™i g]

/-aaL/=7mrcr c7

// S'/s

EJ: g] g) gl

iIVTt

mwSSag

flJ!

tOOQ

■'S^/SS^

CLASSIC

HR!35L^ ●je

rg^

> POST TO: I 16 ELIZABETH ST, MELBOURNE.VIC 3000.

I PRiKrr

TOTAL PURCHASES

NAME ADDRESS POSTCODE PLEASE SUPPLY

NO CASH IN MAIL ENCLOSE CHEQUE OR POSTAL ORDER. DINERS.AMERICAN EXPRESS.JCB CARD, BANK CARD AUSTRALIA. NEW ZEALAND. VISA AND MASTERCARD ACCEPTED.

CARD No: — EXPIRY DATE

SIGNATURE 1 16 ELIZABETH STREET. MELBOURNE PH: (03) 9654 5448 FAX: (03) 9654 8233 OPEN 7 DAYS A WEEK ALL PARCELS ARE SENT BY REGISTERED POST & INSURED FOR A $10 FEE IN AUSTRALIA.

CUT ALONG LINE

NOTE MIN. M DAYS DELAY BEFORE FORWARDING GOODS PAID BY PERSONAL CHEQUE. MOTORSPORT 9/10/97

PRimusiooo

240dobefm7

T>&

//y

\ '^

(1 CARTOON BOY... Scott Pruett’s helmet carries a caricature of Scott (Photo by Dirk Klynsmith) Pruett holding his own helmet...

ANOTHER YEAR... Glenn Seton’s Bathurst hoodoo struck again when David Parsons had an off, damaging (Photo by Marshall Cass) the Ford Credit Falcon. Glenn was hardly in the hunt before that, though. Continued from Page 26

Jason’s glory turns T to despair |

Up to 19th from his rear row start I was Longhurst (past 21 cars in a lap!) and he was followed by Poole, Level Two leader Osborne, McCarthy, Smerdon, Doulman, Rose, Hislop, Schembri, Waldock, Bruce Wilhams, Monaghan, Russell, McLeod, Palmer, Stenniken, Steve Wilhams, Brewer, Taylor and Hart.

ever can a young racer have gone from such a high to such a low in such a short space of time.

Until Sunday morning, Jason Bargwanna was the good news story of the week and then, before you could say Forrest’s Elbow, it all went devastatingly wrong. It was shades of Lowndes circa ‘94 as the Mobil Holden Racing Team unleashed its latest young charger. Bargwanna became the fastest qualifier in only his second touring car race, then started from grid five after the Top Ten Shootout.

As soon as I looked around the car was just devastated. Absolutely devastated. it was the first mistake I made this weekend. We were here today and we could have got a good result... Teammate Mark Noske was also stunned, but was gracious about the turn of events: It was the first mistake we’ve had in 7500km of testing - unfortu¬ nately it was this morning. I’m obviously disappointed for Jason and the team, but it has happened to the best and we’ll come back next year and give it a real good shake again. - CHRIS LAMBDEN

It was looking so good. And then an unexpected and cost ly error at the very end of the pre-race warm-up: “I wasn’t really trying hard,” Jason explained, “but coming down the hill into Forrest’s Elbow, the rear stepped out which, when it picked up again, clipped the inside of the wall and the car went straight across to the out side one. “As it hit the inside wall it tore the steering wheel out of my hands and I couldn’t hang onto it. “By the time I got back across to the brake pedal it was all too late...” Millions of viewers watched as the Commodore ricocheted off the outside wall, nose high in the air, and bounced across to the inside of the road. Bargwanna got out of the car, quickly assessed the damage, then simply put his helmeted head in his hands. It was the saddest moment of the week:

DEVASTATED: Jason Bargwannafaces the media (right) to explain how his acci¬ dent happened. The Young Lions Commodore was too severely damaged (below) to be consideredfixable and may never race again. (Photos by Dirk Klynsmith)

he leaders were poxuing on the speed. Brock’s first flying lap was a 2ml3.10s; his second was a 12.49. the car’s fastest of the race, and he led Perkins after thi-ee laps by almost 2.6s. Jones was in third place but had Murphy pushing hard. LP responded with the fastest lap of the race, a 2ml2.33s, on lap six, and started to make up the grovmd to the flying Mobil car. But one car not pla5dng the speed game was Seton. After his bad start, Glenn dipped into the 12s briefly but felt that the car was a httle skatey. He eased off into the 14s and the car started to get passed. Gardner went by at Hell on lap four and Bowe began to close. Murphy was getting impatient and flew past Jones on Mountain Straight on lap five, immediately homing onto the tail of the ‘enem/ Perkins car. Such was the pace of the race that Brock was into traffic on lap eight, steaming past Hart. Apart from Jones and Seton los ing spots, the head of the field was static for a long'time but there were things going on. By lap nine Perkins’ string of low 13s had taken him up to Brock’s wing and Murphy was catching both. But despite seemingly having straight-line speed on Perkins the Mobil cars couldn’t get away (Brock) or past(Murphy). On lap 15 they were together, almost three seconds clear of Jones who had Gardner within a second. Ten seconds back the Fords of Seton and Longhurst were getting closer. After falling to seventh on lap four, Glenn was holding on to that position but losing ground, while Longhurst’s pace had brought him into the top 10 by lap 10. By lap 16 he was up to ninth but he had over driven his tyres in the process and fell into the 14s, but still closed to within 2s of the Shell series winner.

RHCE

240ctobefl997

rmtKA l

Ij THREE ABREAST... The CBS Mining giris give the crowd more than they anticipated on the drivers’parade iap, much to the amusement of drivers Kevin Waidock and John Smith (conceaied). (Photo by John Morris- Mpix) n Sight of the week was down at the privateer end of pit lane. The aptly named Hooters team promo girls drew a crowd, but were perhaps echpsed by the CBS Mining team girls who, er, had a persistent tendency to remove their tops. The crowd outside the Waidock team annex was 10 deep on occa sions and by all accounts got more than an eyeful at times ...

PRESSiNG ON ... Aian Jones was a contender eariy, but eventuaiiy succumbed to power steer¬ ing probiems. THE SiNKiNG FEELiNG... Grim faces for Greg Murphy and HRT team manager Geoff Grech as their chalienge evaporates. (Photos by Marshall Cass and Dirk Klynsmith) Crick’s strong run was about to hit all sorts of problems. He had a tyre delaminate on lap 15, the first of FIVE for the day. He resumed 23rd and charged up to 11th, running in the 2ml4s and 15s, but three broken power steering belts conspired to wreck whatever hope they had left. At the same time Stokell, 14th in his first V8 race, disappeened when the Coke car had an engine fail and he parked the car in the driveway at Brooklyn Homestead on Mountain Straight. The seemingly pristine run of the leaders was shattered on lap 18. Cresting Skyline Bowe’s sixthplaced car suddenly sat down and. with no steering, vaulted left into the fence at the light-hand approach to the Dipper. The car rode the armco for a while before JB managed to get it turned and heading slowly for the pits, dragging spai'ks and aU sorts of hor rible things under it. “I thought a tyre had gone,” he said later. “But now I think it must have been something else because the car didn’t sit down suddenly hke when a tyre blows.” The team suspected suspension failure and, when it got to pitlane, the car headed nose-first into a garage and retirement. he cat, dog and cat fight for the lead was see-sawing its way through traffic and, when Brock put on a sprint on laps 22 and 23, Murphy started to really press, tapping Perkins into Hell on lap 25. He pulled alongside on Mountain Straight and gave him an anxious ‘get out of the way’ wave, feeling that Perkins had been weaving to stay in front. On the next lap Perkins, with the belief that the opposition would feel the pace later in the race, left room at Murrays and Murphy slid through to second. On lap 27 Mezera’s run in 14th ended with a bang. He rolled into the Chase sand and emerged shaken but unhurt(see separate story). Continued Page 32

n Some traditions die hard. After originally being scheduled for a 9.45am start, the race start was put back to the more custom ary 10.00am,leaving the cars seven hours to run the 161 laps before Channel lO’s news. The winners made it by 33 min utes, with the 10 crew no doubt thankful it didn’t rain and the Safety Car periods were relatively brief

gsimmmia

wmactt

; . Bjpqfe chargeiitmt^h^the^nst-otTapvohMi,,.-; I ’ ah0Bd^!Pekfns, jgp^s^gton, f^Cflipi3y ’^offd^ardiwr,ddhmmabd'Piadimer.^ ^(khbto%r Mars‘S"

n The HRT Commodores were not the only ones to have prob lems at the track. One of the rea sons the HSV Safety Car was so slow was that it had the power steering fail on it(hence the use of the second, black car later in the race). While the matter was being diagnosed, the event organisers sought the help of the by-then idle HRT mechanics.

n Fast and slow cars; during the Primus 1000, Brock started lapping traffic on lap eight, about the same time as Jason Plato hit the tailenders in the AMP 1000, n Glenn Seton had a cow of a day but it could have been much worse. When David Parsons pit ted for a new spoiler on lap 60 the old one was ripped off and hurled out of the way into the garage. By a complete fluke it missed Seton’s head by arormd 5cm. n Wayne Gardner carried back a souvenir of his crash to the pits. A few metres from where the Coke Commodore came to a rest laid a pool of oil with, in its mid dle, the broken conrod which had been spat thi'ough the bottom of the engine. Wayne brought the rod home - let’s hope not as a memento of WGR’s last race ... n Sometimes it’s better not to react too early. When Ian Palmer’s Commodore stopped on the track on lap 139 the crew, anticipating having to push the car up pitlane, ran down to the first pit, only to watch the --ar motor past them under power to its now-vacant pit. That meant a run of around 300 metres to catch up with the car ...

* > ,r*^L:r X

JVIT. PANORAIWtA

1000

Winners 1997

-_s ’£■

-V -

Primus 1000

Larry rerWns

■

PRimusiooo

32 240ctot)efm/

Dud,

DCo.

-»»

»- f

ACCFHT fAi^^■

Man M f

^ kkrch 'JiuocesTonei CRUNCHING FINISH... Heavy impacts eliminated the highly fancied entries of Murphy/Lowndes (above) and Bowe/Johnson (below) before anyone even had time to think about what to have for iunch. (Photos by John Morris ~ Mpix)

mi CHANGE OF FORTUNE ... Mark Larkham recovered from adversity to climb the podium with third place in the MitreW Falcon co-driven by veteran Andrew Miedecke. (Photo by Peter Hantzis) Continued from Page 29 With Bowe’s demise Longhurst was a great sixth and, with the tyres now feehng the pinch pitted to hand over to O’Brien on lap 29. It was a little early for a four stop race but, with Safety Cars, the Castrol team would be able to get back on schedule. On lap 30 Pruett and Bright both appeared in pitlane - dressed. Jones, in fourth, was feeling less than 100 percent and when he handed over to Scott it was Jason

CRUNCH... Trevor Ashby somehow sur¬ vived this meeting with the wall at Forrest’s Elbow to come home in eighth place Hossack (who had contacted the Lansvale car) and Waldock take the opportunity to slip ahead. (Photos by Mpix)

who had to assist him with his belts. I A lap later, on schedule, Seton handed over to Parsons in 25s and on lap 32 it seemed there were tyres all over the world. The three leaders were aU coming in - together. HRT laid out for a double stop and the cars arrived in formation and Perkins headed up to his guys. Skaife and Lowndes bounded in, the cars hit the ground and they left in formation in 26s to the amazement of anyone watching. They were slightly quicker than Ingall’s solo stop, Russell keeping a theoretical third.

he significance of the pace was now apparent. The usual first shift window used to be 33 laps but now the cars were battling to go 32. A four stop schedule - with a little margin built in for Safety Cars and so on - was going to be a challenge. Johnson’s stop was on time, but not scheduled. The car had an oil line come adrift and, by the 'time a new one was fitted Baird resumed 29th, three laps down. The economical Gardner led for a lap until calling in for Crompton on lap 33 and, when second-placed Richards swapped to Dad in lap 34, the lead order was still the same, Skaife leading Murphy by 2s from Ingall (6s back), Crompton (-27s), Pruett (straight into the 16s and 7s back), O’Brien (-12s), Parsons (10s), Jim (-10s), Miedecke (-24s), Percy (3s behind) and Hossack (20s). Some feared for the longevity of the HRT cars, with Skaife and Lowndes running 1-2 and bragging rights up for grabs. Both were dri ving within themselves until, on lap 39, the world started to fall in. Lowndes was lapping Tim Briggs, off-line, approaching McPhillamy when the car ploughed right, straight on into the concrete. It hit hard and broke the front suspen sion. “Mark got him at GIO and I didn’t was to wait until Skyline to get by,” Lowndes said. “He forced me a little wide and the car went on without turning.” Lowndes and Murphy were out. That was two. Now sixth. Parsons’ times were right on the pace but, as the front

three Commodores were pulling a gap on the field, he felt a tyre go awry. Fearing a flat he pitted from seventh on lap 48 for a new one and fell back to ninth. It wasn’t a flat. Running off-line. Skippy picked up some particularly bad marbles, which caused the steering to shudder like a tyre was down. Bridgestone was relieved; Seton was fuming... When Parsons rejoined he was in danger of going a lap down. Three laps later came a huge drama. Leader Skaife, having built an 8s lead over Ingall, slowed approaching Griffins. The engine had coughed and backfired through the injection and airbox, setting the wiring harness ablaze. The car hmped around the track and Skaife lurched into the pits. The crew briefly looked hopefully for a fuel pump problem but found none and Skaife stepped disconsolately out of the car. That was three. And, just hke that, the career of Australia’s most famous racing driver was over. Ingall now had the lead, by 19s from Crompton and a further 53s back was O’Brien. Richards Sr was 4s back and closing, 14s clear of Miedecke and Parsons, whom Ingall lapped on lap 55.

n lap 56, the safety car came out. Andy had got a little side ways lapping Cotter at Hell and tapped the Allens car, which ended up in the bunker. But Miedecke continued unharmed; Larkham had dodged bullet one. Jim immediately pitted for Steven while Miedecke and O’Brien came in for tyres and pads. Both cars rejoined still on the lead lap, the only problem being that Miedecke’s drivers’ door was jammed shut in the Cotter incident and for the rest of the race the dri vers had to crawl in from the left. Then Seton’s day went from worse to buggered. Trying to stay with leader Ingall, Parsons lost the Falcon over Skyline and ran onto the grass, busting a splitter. He came in and left with a new one in 48s. Hossack’s strong run ended tem porarily with tailshaft failure. The Gibson team replaced it and the team soldiered back into the race after losing six laps.

RHCE

24 October WI

Lucky escape for Tomas

ai just wrenched the wheel to the left to spin it,

ACCB7

,'y'

-'S'

."''V ●.

I then took my hands off the wheel, clasped I them together and waited for it to roll ...” That was how Tomas Mezera responded when he arrived at Caltex Chase with no brakes at 285kmh on lap 26 of the Primus 1000, starting what was to be by far the biggest crash of the race. “As I came out of the kink, the left front tyre delaminated,” he said, “and it took out the brake lines. The pedal went to the floor... “I was kind of hoping it would roll, because 1 didn’t want to go straight in.” The CBD Bottle Magic Commodore slewed around backwards then forward as it left the road at virtually undiminished speed, jumped, then corkscrew rolled twice before coming to rest on its wheels.

R css

Tomas emerged from the wreckage unscathed, but after a shower and a massage was still feeling a bit stiff and sore. “It’s a pity,” he quipped, “ I’ve got a couple of good golf games booked later this week ...” Mezera had just passed privateer Bruce Williams going into the Chase. Williams reported a big chunk of rubber bouncing off his screen before the red Commodore started its wild ride. - CHRIS LAMBDEN

ONE THEY PREPARED EARLIER... Mezera before the Commodore’s tyre blew at the Chase, wrecking the car. Here he leads Schembri and Poole. (Photo by Marshall Cass) EARLY PACE... The HRT duo of Brock and Murphy looked very j solid in the lead and j were still running 1-2 when Skaife and Lowndes took over. But the team hit the skids soon after with a crash and a broken engine.

^■7"-

(Photo by Marshall Cass)

This time it was Jones’ turn to have Bright fasten his belts, AJ leaving with new pads after 53s. New leader Crompton followed on lap 68 and the team changed pads in a briEiant 40s.

The Safety Car returned on the next lap. Hislop had stopped at Griffins; WGR could have had a ‘fi-ee’ stop. If Gardner missed the chance O’Brien didn’t. The new leader,

only 14 laps into a stint, came in for a splash to stretch that fuel window and, when he resumed he was fourth. The car’s alternator warning had been on for a while, the crew finding nothing wrong in its

fuel stops and it was running on regardless. Richards Jr led, with Perkins and Gardner, second and third, right behind him, with O’Brien foim cars back in the queue. Grice had run as high as 10th when he came to grief on lap 68/ ’Trying to put a lap on the Hart Commodore he rode up over it at Caltex Chase and landed with a thump which bent the diff 5cm out of alignment. The team parked the.car. Seton had a problem. With O’Brien having pitted he was at the front of the queue, Technically he was hack on the lead lap hut was stuck only a few seconds in front of new leader Richards. When the track went green Glenn

and Steven tore away but the man chasing was not Perkins but Gardner, who was on a mission. In two laps he got by Perkins, closed on Richards and got past at the Chase on lap 75. When Perkins tried to follow, Richards fought him off and Wayne, running high 12s, charged away. Jones was also in feisty form. He closed on and passed O’Brien for fifth and started after fourth-placed Larkham, getting by on lap 78.

espite a spin at Hell on lap 67 Baird and Junior had done a brilliant job in the surviving Hehx Falcon, finally hauling it back into the top ten 10 laps later. Poole and Scott had led the Special Level One class for some time but a broken gearbox handed the class lead to Ashhy and Reed. With three Commodores leading three Falcons there was a stalemate within the makes. On lap 80 Faulkner, a lap down in eighth, ground to a halt at the Cutting and stopped for two laps. But before a Safety Car came out John found some spark and pitted the car for better electricals. After 10 laps up front Gardner had torn away to an 11s lead, but Perkins had pressured Richards into error and took back second. Jones was all over the Valvoline Continued next page

utronic Autronic domination continues with performance and reiiabifity unmatched by the competition.

As stand alone tools or as complete engine management systems, AUTRONIC is the first choice of the world's largest OE Manufacturers and professional Race Teams.

¥or mom information call:

■

%SlOP

(02) 9896 6888

PERKINS AND AUTRONIC - A VIC: (03) 98361519 or (03) 9480 3968 SA: (08) 85221901 WA: (08) 9455 3535 RACE WINNING COMBINATION! QLD: (07) 3353 0807 TAS: (03) 6234 1044 NZ: 9 444 6922

mGINE MANAGEMENT & DIAGNOSTIC EQUIPMENT

PRimUSIQOQ

24 October 1997

S^®0®jrs[p®[TO

Continued from previous page cai', out-positioning Steven for third at the Chase on lap 87. And 12s back, Larkham had a similar problem with O’Brien but held off the Queenslander all the way to the end of his shift.

end on lap 89. The engine let Gardner’s great run came to an go over the crest into Forrests Elbow and Wayne spun into the con crete on his own oil. The next car through was Perkins, who missed the oil, then Rose, who spun into the tyres. And then came Larkham. The Mitre 10 car spim sideways into the Coke machine, hitting it firmly but squarely. Larkham managed to diive away and get back to the pits for repairs. He had just dodged bullet number two; had the Ford Int 15cm further up the rear axle would have been hammered and it would have stopped the car. The repairs took a couple of min utes to effect and Miedecke rejoined in fifth, STILL on the lead lap. With the Safety Car (actually, course car - see briefs) out, Perkins, Jones, Richards, O’Brien and Seton pitted, Ingall and Pruett getting fresh pads before rejoining in the order Ingall, Miedecke, Richards Sr, Pruett, Longhurst and Seton, who was actually ahead of the leader in the queue and about to go a lap down AGAIN. The Lansvale car hit a snag, quite literally, on the resumption. From eighth Trevor arrived with the front stoved in after getting a tap into the bank from Ellery at Forrests Elbow. The crew straightened everything out and, after a stop a lap later to sort the ducting out, went on to the

finish.

Longhurst was still looking strong, despite his charge from the rear and the alternator light, but neither had a chance to affect him. The throttle cable broke on the run up the Shelf on lap 110 and Tony pai’ked the car. While Seton, trying to stay unlapped and Ingall, trying to lap him, charged away in the ruck Pruett was puffing smoke and mnning 2m21s. There was a leak in the power steering and, after having it topped up he finally had to take a long stop while the crew sorted it out. It cost six laps. On lap 124 Ingall had a scare. The car coughed at the Chase and, with no power on to hold his line ‘Rusty’ took to the grass. He held on and radioed the pits he was coming in on

WladMxcau

yNO«DH*JNI^

BLOWN AWAY... Wayne Gardner was having a great run and was leading the race when the engine let go in a big way. EARL Y CHARGE... Tony Longhurst was a man with a mis sion after starting from the back of the grid. He picked up a stagger ing 21 places in the first lap! (Photos by Dirk Klynsmith) the next lap, Perkins resuming in fourth in 21s. But he had 36 laps to go to the flag... The Miedecke/Richards battle, now for the lead, raged on the track and into the pits on lap 127 for their ‘final’ stops. Both cars were inside their own fuel window and could, potentially, run to the flag. Perkins would have to make a splash. When they resumed Perkins led Steven Richards by 54s, with 3s back to Larkham. That driver’s door had cost Larkham track position. Fourth was Johnson, the car still running cleanly despite its early problem. Percy was still fifth despite Faulkner’s halt, while sixth was Level 2 leader Ian Luff, with Gazzard 13s back and closing. Bright finally got into the race

when Pruett handed over to him, Jones having changed into civvies. Despite a flat left front tyre and quick spin late in his stint the Gold Star Champion drove a consistent shift. Continued Page 36

.. ..

HAPPY FAMILY... Steve and Jim Richards were delighted to finish second in the Valvoline Commodore and (Photo by Dirk Klynsmith) were just 11 seconds behind the winners at the chequered flag.

»■

SLOW MOTION SNAKE... The field lines up behind the (troubled) HSV Commodore during one of the safety car periods. (Photo by Dirk Klynsmith)

p^c6iou9%

1:6 BROCK HELMET ^ Actual Size -■

THE V8 SUPERCAR COLLECTION For the first time. Australians top teams.

The V8 Supercar collection gets bigger with the arrival of new for '97 cars and the Peter Brock Helmet. OFFICIAL REPLICAS Die cast in metal in 1:43 scale, the detail of these stunning replicas just keeps getting better. Each car is an officially licensed team product featuring accurate sponsor graphics and body shapes. LIMITED AVAILABILITY Freeman Direct has been able to secure stock of all of these cars. However, demand can be such that certain models may not be available for very long. Please also note that the due dates listed may vary. If you place an advance order for a car we guarantee it will be delivered as soon as it becomes available. To obtain one of these exquisite V8 replicas please CALL NOW.

FREEMAN

commemorative presentation box suggest it will become a valuable collectors item. Cars will be

Die cast in metal in 1:6 scale,

Please send me:

Murphy #15'97

INC P&H

CAR

$39.95

Johnson #17'96

NOW

$39.95

Bowe #18 '96

NOW

$34.95

Young Lions #97

Nov

$39.95

Bowe#l '96

NOW

$34.95

Lowndes/Murphy #1

NOW

$44.95

Seton#30 '96

$34.95

Lowndes#! '96

NOW

$34.95

Gardner #7 '96

$34.95

Brock #05 '96

Dec

$34.95

Richards #32 '96

Dec

$34.95

Johnson #17'97

$39.95

Dumesney #75 '96

Dec

$34.95

Bowe #18'97

$39.95

Brock Helmet

NOW

$29.95

QTY. AVAIUBLE

Brock #05 '97

FREE GIFT

1996 BATHURST WINNER

Purchase 4 or

Craig Lowndes' and Greg Murphy's 1996 Bathurst win will go down os one of the most memorable in history. Freeman Direct has a very small number of these cars available. The

more products and receive on official PRIMUS 1000

Limited Edition and the special

GUARANTEE

If, in the unlikely event you are not completely satisfied with the quality and craftmanship of your model you may return it to us packaging intact within 30 days and the purchase price will be refunded without question

M MAIL ORDER TO FREEMAN DIRECT, PO BOX 67 CASTLECRAG NSW 2068

graphics. Brock's famous helmet is the first in the Driver's Helmet

30 Day Satisfaction

FAX YOUR ORDER TO 02 9967 4381, 24HRS A DAY

CAR

COMING SOON SETON AND JOHNSON HELMETS

^ PHONE YOUR ORDER TO 02 9281 1244 9AM TO 5PM

this exact replica of Peter's familiar white open face helmet features the Mobil horse and

Series which is presented in a display box listing Brock's major career victories. Own a piece of Brock history today.

PRIORITY ORDER FORM

allocated on a strictly first come first served basis. PETER BROCK HELMET

$34.95

I understand I have the option to pay by Visa / Mastercard / Bankcard / Amex / Diners

I will pay by: Cheque/MOQ

Visa □

Mastercard □

Bankcard □

Amex □

Diners □

Exp

Card No:

date:

For New Zealand add A$3.00 per car Signature

Name Mr/Mrs/Ms Address Postcode

Ph (doy) >

INC P&H

Cheque / Money Order Payable to Freeman Direct Merchants.

CLASSIC" program >CARLECTABLES

QTT. AVAILABLE

Fax

Freeman Studio Pty Ud Level 7 300 George St Sydney 2000. Please ollow up to 28 Days lor delivery.

MSN1 J

>■

PRimUSIQOO

240dobe!mi

Official Results -1997 Primus 1000 Classic

TENSE... The Perkins family and crew watch the final laps unfold. Continued from Page 34 Perkins was building his lead and being careful in traffic, and all he had to do was decided when to make his splash. He came in on lap 137 and took on new rubber as well,feel ing that the rear was shding a httle. In 15s he was back into action, stiU in the lead, and the race was over. On lap 155 third-placed Larkham dodged the final bullet. He ran off the ti'ack and filled the radiator with grass, stopping for quick attention but resuming third, still on the lead lap by 15s. That, as far as the battle for the lead was concerned, was that. Perkins negotiated the final laps carefully, stepping into a 2ml7s pace, and stroking the Castrol Commodore to the flag by 11s. Which was a coincidence. In 1993 Perkins beat Jim Richards to the flag by exactly that margin in the Bathurst 1000. This time it was

Steven at the wheel and the margin was identical. 'Third place was well deserved by the Mitre 10 team, while Baird and Johnson went all the way to fourth, losing no ground after their early oil line problem. In fifth was Faulkner and Percy after a strong (if interrupted) run while Hossack took Rookie honours after a steady run with Elleiy. Seventh was a frankly amazing result for Stenniken and Gazzard while Special Level 1 was taken by eighth placed Asbhy and Reed after the leading Finnigan/Shiel car hit fuel injection problems and fell to ninth behind the former Level 2 leaders, Shembri/Luff. Perkins - and particularly IngaU celebrated long and hard after what had been a crushing win. After showing the car speed early the pair simply drove as hard as they needed to win the race. n

Posn Drivers

Car

Time/Laps

Fastest lap

1 Larry Perkins/Russell Ingall 2 Steve Richards/Jim Richards 3 Mark Larkham/Andrew Miedecke 4 Steven Johnson/Craig Baird 5 John Faulkner/Win Percy 6 Darren Hossack/Steve Ellery 7* Malcolm Stenniken/Peter Gazzard 8 Trevor Ashby/Steve Reed 9* Neil Schembri/lan Luff 10 Terry Finnigan/Terry Shiel 11 Alan Jones/Scott Pruett/Jason Bright 12* Melinda Price/Kerryn Brewer 13* Ma! Rose/Kevin Burton 14 Greg Crick/Peter Fitzgerald 15* Ian Palmer/John English 16* Brian Walden/Steve Williams 17* Chris Smerdon/Charlie Cox 18* John Cotter/Peter Doulman 19* Kevin Heffernan/Danny Osbourne NC* Michael Hart/Peter Lawrence NC* Scotty Taylor/Bill Attard/Steve Bell DNF* Wayne Russell/Ric Shaw DNF Glenn Seton/David Parsons DNF Tony Longhurst/Charlie O’Brien DNF* P O’Brien/B Callaghan/R Barnacle DNF* Ryan McLeod/Darren Pate DNF* Kevin Waldock/John Smith DNF Wayne Gardner/Neil Crompton DNF* Mike Conway/Gavin Monaghan DNF Mark Poole/Tony Scott DNF Paul Romano/Allan Grice DNF* Ray Hisloop/Tim Briggs DNF* Garry Wilimington/Bill Sieders DNF Peter Brock/Mark Skaife DNF* Bruce Williams/Paul Gover DNF* Bob Pearson/Allan McCarthy DNF Greg Murphy/Craig Lowndes DNF John Trimbole/Tomas Mezera DNF Dick Johnson/John Bowe DNF P Bradbury/P Stokell/A Tratt *- Privateer

Castrol Commodore VS 6:21:55.5483 Valvoline Commodore VS 6:22:06.6478 Mitre 10 Falcon EL 6:23:57.2891 Shell Helix Falcon EL 158 laps F&P/Betta Commodore VS 154 laps Wynns Commodore VS 154 laps Scott’s Commodore VS 154 laps Lansvale Commodore VS 153 laps Gearbox/Hooters Commodore VS 153 laps Sony Autosound Commodore VS 153 laps Komatsu Falcon EL 153 laps Castrol Cougar Commodore VS 152 laps Fairfax Community Commodore VS 150 laps Ericsson/Alcair Commodore VS 150 laps Palmer Commodore VS 146 laps Commodore VP 144 laps Vittoria Commodore VS 143 laps Allan’s Commodore VP 139 laps Price Attack Commodore VS 135 laps SMC Commodore VR 119 laps Xerox Shop Commodore VP 110 laps Union Steel Commodore VS 126 laps Ford Credit Falcon EL 121 laps Castrol Falcon EL 110 laps Everlast Commodore VR 109 laps CAMPS Commodore VS 101 laps CBS Mining Falcon EF 92 laps Coke Commodore VS 76 laps Cadillac Productions Falcon EB 84 laps Gawler Commodore VS 74 laps Romano Commodore VS 69 laps Skilled Falcon EF 62 laps Simon’s'E’works Commodore VR 61 laps Mobil Commodore VS * 52 laps Simoco Commodore VS 46 laps Pro-Duct Commodore 43 laps Mobil Commodore VS 38 laps CDB Bottle Magic Commodore VS 25 laps Sheli Helix Falcon EL 17 laps Coke Commodore VS 16 laps

2:12.3398 2:13.2244 2:13.7447 2:13.0088 2:13.4080 2:14.7149 2:18.8104 2:16.1507 2:19.5417 2:15.1997 2:12.7286 2:19.7808 2:19.0993 2:14.5601 2:21.1893 2:23.3848 2:17.7393 2:17.5282 2:17.7370 2:24.6769 2:23.9702 2:24.6452 2:12.7282 2:12.8283 2:20.2020 2:16.9889 2:16.9262 2:12.9063 2:18.5523 2:14.8763 2:14.9521 2:17.8666 2:22.3492 2:12.4926 2:19.8108 2:16.6107 2:12.6650 2:15.3909 2:12.7784 2:14.7628

Fastest Laps: Outright- Larry Perkins (2:12.3398 - record); Privateer - Allan McCarthy (2:16.6107)

WINS BATHURST AGAIN LARRY PERKINS AND RUSSELL INGALL ON THEIR SENSATIONAL 1997 PRIMUS 1000 WIN

; js ^ s

Sf.

BRAKE PADS Sydne^f = Ausfralia www„spv=coim.ay saies<@spv=com.au Ph:(02)97919899 Fa)c(02)97910992

THE CASTROL PERKINS HOLDEN COMMODORE V8 USING

ENDLE$$ DISC BRAKE PADS

RHCE

24 October 199/

Control tyre Privateer race

Dreams do come true P rivateer battler Malcolm Stenniken and last-minute co-driver Peter Gazzard had the day of their lives at the Primus 1000.

Safety Car period to emerge 1-2 as the race went green. Waldock’s day had ended, but up front Schembri caught and passed Stenniken on lap 101, then pitted for the change to Luff on 114. Stenniken was able to stay out until lap 122 - which proved vital. The two replacement drivers, Gazzard and Luff, found them selves just 0.6s apart- nose-to-tail after 123 laps! Luff, however, had to squeeze 40 laps out of a tank of gas in the Gearbox/Hooters Commodore to avoid another stop, and that seemed unlikely. A lap down. Price and Brewer were secure in third, a lap up on Smerdon/Cox and Rose/Burton, with the steady Palmer/English a further lap away. This looked like a sprint to the finish.

The duo, with hardly the most up-to-the-minute Commodore in the field, drove to victory (seventh outright) and $25,000 in the inau gural Control tyre privateer cate gory within the Primus 1000. The duo staged a fabulous sec ond-half duel with the Neil Schembri/Ian Luff Commodore, the two cars never more than a few seconds apart until the issue was decided with just six laps to go when Luff was forced in for a splash of fuel in order to make the

finish.

After their week of drama and rear of grid start, the Castrol Cougars circulated steadily and were rewarded with third in the category (12th o/r), ahead of Mai Rose/Kevin Burton. The early contest involved the Pearson/McCarthy, Cotter/Doulman and Smerdon/Cox Commodores, but all were delayed or outed - by mechanical problems, accident and unlucky Pace Car calls respectively. In the end, the privateer contest was a good one, worthy of the prizemoney and an incentive likely to boost privateer numbers in the future.

with one exception. Ryan All of the field gotstalled away weU, McLeod all but the DAMPS car and was 13th in the privateer line-up as the field com pleted the opening lap. Danny Osborne had made a flier to lead McCarthy, Smerdon, Doulman, Rose and Hislop, but West Australian McCarthy slotted past on the next lap and set about opening up what would be an impressive gap over the early laps. By lap 10 the gap was 10 sec onds. Smerdon and Doulman were virtually nose-to-tail for second, with Rose clear of Hislop, the recovering McLeod, Conway, Waldock and Bruce Williams. Where was Osborne? The Price Attack car had just grazed the wall and called in to replace a flat right rear. Subsequently, the car would need further attention to the rear

Luff got past the Scott’s Ti-ansport 5 car and eased out to a nine-second gap at lap 140, but then Gazzard started to close it down again. By lap 146 (with race leader DREAM... Consistency paid off with a win for Peter Gazzard and Malcolm Stenniken. (Photo by Dirk Kiynsmith) Perkins on his 153rd lap; eight to go) they were nose-to-tail again, end and the ran through to the stops a lap later, the field re with nearly a lap lead. but Luff was on his last drops of formed with Cotter at the front end, albeit nearly 20 laps down. Between the green on lap 54 and fuel. McLeod brought the GAMPS car with a healthy 13 second lead after the next one, on lap 66, little Next lap he dived in for a in on the next lap with a broken a terrific stop by the Allen’s team. changed, apart from the retire Cox in Smerdon’s car had a solid power steering belt. ment of the Hislop/Briggs car, splash, emerging 35 seconds behind Gazzard. That, as they say, This was quickly replaced, but a 30 seconds over Pearson, who led which was parked up at Repco. was that. John Smith (in Waldock’s CBS lap after he rejoined he inadver However, Cox pitted late under Gazzard was able to stroke home, tently “buzzed” the engine, which Mining Falcon), Burton, Monaghan, the Safety Car and was emerging nearly 50 seconds clear and enjoying broke a rocker. The rocker and two Luff, Williams, Gazzard and Price from pit lane, two-thirds of a lap every second of the final five laps. pushrods were replaced and the in the Cougar’s car. behind, when it went green, losing The two leaders’ pace had taken car completed 101 laps, with most of its advantage. Easy come, Cox set about reducing the gap them out to a two-lap gap over the Darren Pate putting in a strong to Cotter and on lap 45 hit the easy go. double stint before the car sheared lead. The lead was still 50s over Luff Price/Brewer Commodore, with Mai Rose aboard the Fairfax car and Gazzard. a CV joint in the diff. Things became tragically worse for the finish a further two laps Leader McCarthy started to fall for Cotter. Into Murrays there was down, several laps up on the ose had gone down a lap Palmer car. back towards his pursuers as they a misunderstanding with the fastreached lap 20, the Pro-Duct car approaching Mitre 10 Falcon, with after a long stop, but still led Stenniken’s Commodore may Monaghan and Price, with using up its tyres a bit faster than Andrew Miedecke at the wheel. only have had an unfashionable Palmer and the Everlast car a fur the rest. “I saw him coming,” Cotter said, five-speed gearbox and no powerSmerdon caught and passed him “didn’t think he’d go through, then ther lap away. steering, but it underlined the ben I tried to leave room for him — but on lap 27, with Doulman hovering Out at this stage were efit of solid preparation and, as to do the same. Williams/Gover with further power he hit me anyway.” outright winner Perkins puts it, McCarthy pitted a lap later, one Both cars spun, the Allen’s car steering problems - the steering accurate driving. of the first, for rubber, changed to into the sand, to be retrieved having ‘locked’ as Williams turned And, with the enormous rate of and the into the Chase! car owner Pearson and reported under a Safety Car period. After a attrition among the higher eche Willmington/Sieders Commodore. the start of a clutch problem which clean-up, it resumed and ran like lons, Stenniken and Gazzard can Rose lost time when he became eventually claimed the car after 43 clockwork to the end ... tell their grandchildren they fin The Safety Car provided a big involved in Wayne Gardner’s huge ished seventh outright at laps. Smerdon and Doulman came in bonus to Cox who, as the only con engine blow-up on the 89th lap Bathurst. together on lap 36, both having tender running ahead of the race and, with Cox having made a stop A privateer dream come true ... shown strong fuel economy, and leader on the road at the time, was under the green, both Stenniken - CHRIS LAMBDEN and Schembri benefited from the with Rose completing a round of waved by and therefore presented

€

m PFimic

WIDE BERTH... Ray Hislop stays on the wide line as a charging Tony Longhurst (Photos by Marshall Cass) ranges up in his remarkable charge through the field.

FEVERISH... Wayne Russell turned his Commodore out in the dramatic colours of the Newcastle Knights premiership-winning rugby league team.

24 October 199/

Ferrari tames the Mountain

Report by JON THOMSON

OHN Bowe and Garry Waldon took a narrow win in what became a fairly exciting Eagle Boys 3 Hour Production Car race at Bathurst.

i ' I

-: «1

^ i) MI

The battle for outright honours was fought out by the thundering Ray Lintott Dodge Viper, Neal Bates set ting the qualifying pace and the race before the Ferrari and the Peter Fitzgerald/Jim Richards Porsche settled down to fight out for the finish. But, as Fitzgerald found out at the Bathurst 12 Hours some years ago, second place can be a hard place to finish. Any shot Fitzgerald had at the winning Ferrari was lost when he found Greg Crick’s Poz Cola team 355 Challenge in his way after a restart and by the time the two drivers (who would share a Commodore in the Primus 1000 the next day) swapped places Waldon and the red rocket were out of reach. There was controversy in the race. In the 180 minutes or so of racing time almost 30 were taken up by Safety Cars, which seemed to be intent on driving around the track as slowly as possible. Several of the leading dri vers complained about the lack of pace, some of the cars running hot in first gear in the afternoon spring sun shine.

Thirty - well shortthree of thecars promised 40 plus - line up for the event. In qualifying Bates took pole with a very brisk 2m24.46s, the 8-litre VIO looking much more at home at the Mountain than at any other track in Australia this season. Fitzgerald lined up along side, less that half a second while the behind, BoweAValdon Ferrari headed row two on 2m25.79s ahead of Ed Aitken’s Porsche, Greg Crick in the second Ferrari

DODGY GETAWAY... Bates made a brilliant start and dominated the early going in Ray Lintott’s Viper. TRADITIONAL RIVALS... The Fitzgerald/Richards Porsche and the BoweA/Valdon Ferrari turned on a real battle. The 355 Challenge had too much lead for the 911 RSCS. (Photos by Marshall Cass and Dirk Klynsmith)

(which he was sharing with Ross Palmer) and Max Dunn’s Porsche. Paul Stokell’s Supra was seventh (2m30.75s), four sec onds clear of the Costanzo/ McKay Maserati with Almond’s Lancer another 7 secs down in ninth. The Cowley/Park Commodore another half second back in tenth and heading the Class B contingent. Lowlight of qualifying was the rollover in the Caltex Chase of Rob Chadwick’s Mitsubishi Magna. Andrew Heathershaw rolled it at over 200kmh and emerged unhurt, while the TAPE boy

performed their usual mira cles to get the car perfect for the race. It was very warm as the field lined up and the Porsches were expected to make their usual lightning start. But it was Bates who tore away, the blue Viper

howling up the hill and set ting up an almost two second lead in the first lap. Fitzy held second from Bowe, Aitken and Crick but none had any speed to match the American VIO, Bates trailing a little smoke on his way to a 10s lead

EAGLE ON THE HILL... The well-sorted lead Ferrari impressed everyone with its speed, reliability and, (Photos by Marshall Cass) especially, its noise. A Ferrari howling up Mountain Straight may be a new tradition...

after the opening 15 laps. There was a stalemate sit uation at the front of the field, and the shakeout was unlikely to change until the pitstops started. Bowe began the cycle when the 355 pitted just before the 60 minute mark, JB staying aboard and resuming on the lead lap. Class D saw the Calvin Gardiner/Tom Watkinson

Mazda dicing closely with the Lynton father and son BMW in amongst a pack of cars including the class B Subarus of Peter McLeod and Guy Gibbons and the MR2 of Colin Osborne and Anthony Robson. The baby car class saw Andrej Pavicevic leading in his Suzuki now in 20th out right and attacking the Class

VIPER STRIKE... Bates (right)was awesome in the Dodge and may have won the race but for an oil leak.

i \

Vs -1

24 0ctobsf1997 C Falcon with Michael Stahl at the wheel. Pavicevic was a full lap ahead of his nearest rival the Trevor Haines Laser while the three other Suzukis were having a close fight for third headed by Glenn Jordan with Danny Brian next and the Stones last in class. Bates was amazing every one with the i-ange of the Dodge, coming in to hand over to Neil Hannemann who resumed third after a slow stop. However the Americandomicile Aussie was straight back in again; officials had spotted oil dripping under the car and the crew had to jump under the diff to cui'e the problem. That put paid to any chance of a good result. Fitzgerald handed over to Richards but lost ground to Weeks, who took over Aitken’s car, and Palmer (who took over from Crick). Jim was down in fourth but started the chase to the leaders.

The second of pit stops cameround at around the two hour mark. Bowe handed over to Waldon and the Ferrari retained the lead, while Aitken had moved to second and Dunn in third. Richards handed back to Fitzgerald and the charge was on now fourth and soon to overtake the two Porsches in front to challenge Waldon for the lead. On lap 52 Stokell put the Supra into the sand trap at Skyline after the wheel studs sheared. The car was in a precarious position and forced the Safety Car out. This was Fitzgerald’s opportunity to close in on the leading Ferrari. By this time the Porsche was in second place but behind the second Ferrari of Crick, team tactics would play a vital role, the retired Cowley Commodore on lap 51 with mechanical problems hand ing the class lead to the Osborne MR2 which had grafted away consistently while the other more power ful machines spent time in the pits. Waldon continued in the lead but Fitzgerald was run ning him down consistently lapping quicker and cutting back the lead. The Crick

Ferrari was two laps down in sixth place (behind the Hannemann Viper) with 15 minutes left to nm. Fitzgerald found it difficult to get past the Feirari, Crick legitimately holding his rac ing line and racing as hard as he could. The delay gave Waldon the breathing space he needed. By the time Fitzgerald got past Crick there was just a shade over five minutes remaining in the race and with a gap of over ten seconds it was going to be virtually impossible for the Porsche to catch the Ferrari. He gave it the big try, run ning into the 2m25s bracket late in the race but Waldon had the gap under control, the Ferrari completing 67 laps and crossing the line six seconds ahead of the Fitzgerald with Aitken a fur ther 11 seconds back in third. Only these three cars were on the same lap. A lap down in fourth place was the Dunn/FrenchAVilson Porsche with the Dodge just 15 seconds back in fifth. Crick/Palmer were sixth vrith Costanzo/McKay in the Maserati seventh, 53 seconds behind the Ferrari. Almond/Trevor Johns took eighth in the Mitsubishi Lancer just ahead of the leading class B car, the Osborne/Robson MR2 in ninth with the Gardiner/ Watkinson Mazda taking class D and tenth outright. Gover/Stahl/Chris Nixon led the repaired Mitsubishi by a lap after the opening stint, with Sexton/Cribbins in third. Gover brought the ‘journo special’ across the line in 17th outright for the Class C win just two seconds clear of the Magna and seven laps down on the winner. Pavicevic/Trevor Shuemack in the Suzuki took Class E in 19th outright, a lap ahead of Mai Stenniken (who was about to have a sensational weekend!) /Haines in the Laser. For Waldon it was another long distance production car win at Mount Panorama and for Bowe his only real joy of the weekend. For Ferrari it was the first long distance race win for the marque in Australia since the days of the Scuderia Veloce 250 LM in the Surfers Paradise 12 hour in 1967.

HAWK BRAKE

I CAN T BELIEVE I’VE WON... Forbes(23)emerges from the brouhaha as Woodrow (left) and Cotter(9)look for some where to park. McNally is right behind Forbes; they had been seventh and eighth into the Chase. (Photo by John Moms/Mpix)

Forbes, Ritter star amid chaos By PHIL BRANAGAN

THERE were two win ners in the Formula Ford supports at the Primus 1000 but every one was talking about the second race after an amazing last-to-first charge. Greg Ritter took the Saturday event after charg ing through traffic but Sunday’s event was one of the best races ever seen at the historic track, with Rodney Forbes bulleting through the traffic to win an unbehevable race. Christian Jones and Phillip Scifleet led a Spectrum 1-2 in qualifying Ritter almost stalled at

the lights in race one and fell to 17th at the first cor ner, while Scifleet suddenly had his hands full with his engine cover coming loose and buffeting him for the rest of the race. But while Simpson, Cotter, Forbes and Christian Jones settled into a lead scrap Ritter was zeroing in on them and moved through to take a narrow lead on the final

lap.

Scifleet took second from Simpson and Cotter, while Forbes stopped on the penultimate lap and would have to start race two from

26th grid position. Ritter missed the start of the second race too as

Scifleet, Simpson and Cotter charged by, the four leaders putting on a terrific dice on the track (and the grass) and setting up a great finishing lap. But while the quartet were hard at it Forbes had knifed his way through and, with McNally clamped to his gearbox, was catching the leaders fast. Into the Chase for the final time they were in twoby-two formation but Ritter’s engine backfired on the exit, Cotter clouted him from behind and Scifleet went into his rear. On the outside Simpson tried to move through but clouted his suspension, Woodrow joined in and

spun at Murrays and Cotter was pushed into pitlane. Straight through the mid dle - from about seventh! Forbes went through side ways to take an almost win from impossible McNally, Jones and Tim Leahy. After the race drivers were questioned by the stewards but all the chaos was considered to be a chain reaction from a racing incident and no-one was charged. But it was, truly, one of the most action-packed sup ports ever seen on the mountain and if Forbes hops into a new car (or even if he doesn’t) 1998 looks like being a cracker year.

RIDE THAT KERB... Ritter took a superb win on Saturday. Here he leads Scifleet and Simpson. (Phoio by Marshall cass>

I Mention this ad & receive your HAWK

In the past few seasons MoTeC useis amund the World have won in the following races or series:

brake

pads freight Austraiian Touring Car Champ’ship Australian Super Touring Champ’ship Australian Raiiy Champ’ship Australian Production Car Champ’ship Austraiian Porsche Cup Austraiian Sports Sedan Champ’ship Australian Ciub Car Nationais

is proud to announce it has been appointed Austraiian Distributor for HAWK BRAKE HAWK BRAKE is one of the largest manufacturers of racing brake pads in the world and is committed to the racing community to producing the BEST race pad materials on the market.

Austraiian Off Road Champ’ship Australian Superbike Champ'ship

Earlier this year HAWK BRAKE released four new compounds. Please contact us for more information. (Note; all HAWK BRAKE racing padS' are pre-bedded at the factory.) With Cool Carbon and HAWK BRAKE, we now have a much broader range of compounds to better suit all forms of motor sport applications. 1072 South Rd Edwardstown SA 5039 Ph 08 82774244 Fax 08 8277 9391

British Touring-Car Champ’ship British Formuia Three Champ’ship British Hiiiclimb Champ’ship New Zeaiand Touring Car Champ’ship New Zeaiand Porsche Cup New Zeaiand Land Speed Record Macau GP Touring Car Race South East Asian Touring Car Series Le Mans 24 Hours (Ciass Win) 0

... with a little helpfrom MoTeC, Australia's most technically advanced Engine ManagementSystems

MoTeC Australia Pty Ltd Gabrielle Court Bayswater 3153

Ph 03 97615050 Fax 97615051^

24 October 1997

Schumacher's IHU hlockhuster By JOE SAWARD

THE Japanese Grand Prix was all about blocking tac tics. Villeneuve did it to Schumacher without effect, Irvine did it to Villeneuve quite effectively. It was hardly sporting, but I guess if both sides do it there is noone you can blame. It certainly worked for Ferrari as Michael Schumacher’s hopes of winning the Drivers’ title have been greatly enhanced and Eddie Irvine has saved his Ferrari drive. Williams clinched a record ninth Constructors’ World title, thanks to a strong second place from HeinzHarald Frentzen, but Jacques ViUeneuve had a horrible weekend. Instead of wrapping up the title, Jacques was excluded from the meeting, ran under appeal, had a terrible race and saw his points advantage evaporate. And, having started the blocking in an attempt to get Schumacher into trouble, he was condemned as much as anyone afterwards for the practice. Hopefully the decider at Jerez will be a blockbuster - but for other reasons ... We thought as we headed for Suzuka that we were going to Japan for the World Championship show-

down. But we knew before the race that nothing would be settled because Jacques Villeneuve - even if he won the race-could not be declared World Champion because he was racing under appeal. It was all very silly but it does guarantee that the European Grand Prix at Jerez will be a proper chin-tochin finale. Given that Michael Schumacher has a big chin, Jacques wiU need to watch out.

Qualifying In the meaningless sessions on Friday, the Ferraris were 1-2 with Olivier Panis in the Bridgestone/Mugen Honda Frost which was very quick when the engines were not exploding all over the place. Ralf Schumacher - the man Germany presently loves to hate after colliding with his brother at the Nurburgring - tried to rekindle his career with the fastest time on Saturday morning. But aU this was meaningless when the qualifying ses sion began. It was building up to a big climax when Gianni MorbideUi made a mis take in the fast Esses behind the pits and smashed his Sauber backwards into the barriers, turning his rear wing into httle bits of carbon compos ite which were spread liberally across the circuit, like confetti after a wed ding.

The red flags came out. It was a shame. Many ofthe top men had been out and running at that moment and so their tyres were ruined. StOl, we had five minutes left and, after 15 minutes cleaning up MorbideUi’s confetti, there was a rush ofcars, but no-one could improve. Villeneuve had pole and - tantalis ing from the championship perspec tive-Schumacher was second. “This is a track I love,” Villeneuve said, “and we came here expecting to be very strong. We did not expect Ferrari to be there. “I am actually happier with the car on full tanks. We should be good in the race.” This, of course, was assuming that Jacques would actually take part.

the Saturday morning session he ad done something very silly, accelerating past waved yellow flags after Jos'Verstappen had stopped his TjrreU at the exit ofthe Spoon Curve. The rules are quite, clear on these matters. When a yellow flag is waved: “Slow down. Do not overtake. Be pre pared to change direction or follow an imusual fine”. Jacques has developed a habit of ignoring waved yellow flags and the FIA has not been impressed. He arrived at Suzuka with a one-race ban suspended for eight races hang ing over his head for repeatedly ignor ing waved yellow flags. When Patrick Head saw on a TV screen what Jacques had done he showed signs of exasperation. The team knew that there would be trou¬ ble. And so there was. As dusk fell on Suzuka it was annoxmced that Jacques was being excluded from the race. The pole man would not be sitting on pole. The kerfufifiing over ViUeneuve and the yellow flag lasted until late into the evening and a pile of cameramen

besieged the Williams office in the paddock. In the end it was decided that Williams would appeal- a dangerous move - but it was decided that it would be better to race and lose the points later, rather than not racing,

ven without Villeneuve, the team hoped to be able to wrap up its ninth Constructors’ World Championship with Frentzen, who had qualified sixth on the grid after making a mistake on his fastest lap. The big surprise in qualifying, apart from the yellow flag business, was the performance of the two Ferraris, which were conveniently quick again after several races of being completely offthe pace. When you consider that six weeks ago at Spa — a track quite like Suzuka -the Ferraris were not competitive in qualifying, with Schumacher third on the grid but eight-tenths down on Villeneuve and Irvine 17th, the result at Suzuka seemed very strange. Schumacher was only six-thou sandths slower than Villeneuve and Irvine was third quickest just threetenths slower than Michael. Eveiyone reckoned that it must STRUGGLE... The Stewarts were not expected be down to some to fare well on this power circuit. fancy electronic throt tle control system. SECOND-LAST RACE... Gerhard Berger would Michael said that have wanted a better result to say farewell to his the team had not used (Photos by LATDigital) many Japanese fans. it: “We have not worked enough on it to use it,” he said. ‘Tf it gave us anything we would use it.” When pressed, Michael admitted that the team had used the system in the morning session. The car’s great leap forward was due, he said, to testing the between Luxembourg GP and the Japanese race. “We tried a differ ent philosophy of set up,” he said, “and it worked.” It must be nice when things like that happen. Normally finding 0.8s takes months of chipping away and thousands of kilometres of testmg. The paddock is a cynical place, but as the FIA boffins seemed to think there

was nothing much wrong one must assume that, contrary to popular belief, there are miracles m motor racmg. “I could have gone slightly faster,” Schumacher reported, “but the posi tion I am in is very good for the race.” Michael explained that his failure to go out in those final moments of the session was because there were a number of yellow flags around the cir cuit and he did not want to upset the stewards. “The start is going to be an issue,” Michael pointed out, and Irvine agreed. “The ideal script is that I jump them both at the start,” Eddie explained, “and Michael jumps Jacques. Then I let Michael through and away we go.” Fourth on the grid was Mika Hakkinen in the McLaren-Mercedes and David Coulthard was down in 11th position. Mika reckoned he would be com petitive in the race while Coulthard was frustrated by a hydraulic prob lem in the morning session which deprived him of aU-important set-up time.

e Benettons were fifth and sev_ enth, with Berger beating Alesi by a tenth ofa second. Alesi had set his time using the spare car after an oil leak in his own B197. He did not better the flying lap of his first run. Berger reckoned he could have gone a few tenths quicker if Diniz had not spun in front ofhim. Eighth on the grid was a very good effort from Johnny Herbert in the Sauber, who looked very feisty. Johnny reckoned he would have gone even faster if he had not been held up by Coulthard at one point. Gianni Morbidelli’s efforts were spoiled with his Sauber demolition trick, which left him rather confused and nursing a tweaked wrist and some bruised fingers. He was down in 18th on the grid but on Sunday morning was forced out of the race because of his wrist injury. The Jordans were a big disap pointment in qualifying - where they had been expected to be quite competitive, having done well on Friday afternoon and again on Saturday morning. Giancarlo Fisichella was ninth on the grid with Ralf Schumacher 13th. While Fisichella put his lack of speed down to lack of knowledge at the track, the same could not be said for Ralf, who raced here a lot last year

ijMko)0(o)[?sfoxo)n’0 ●u

24 October 1997 DO YOU THINK HE WAS HAPPY?... Michael Schumacher punches the air as he returns to the pits (left) and again after step ping out of the winning Ferrari (right). This was a very important victory for him. because of the red flag and was not happy about

it.

Arrows was deeply dis appointed to be 16th and 17th on the grid, with Pedro Diniz once again faster than Damon Hill. This was not exactly what Yamaha was look ing to do in front of its home crowd.

during his Formula Nippon season. He screwed up twice rmder braking. “I was not on form,” he said. This is not a good excuse for a Grand Prix driver. They are paid to be always on form.

Nakano one. Panis hoped things would be better in the race. Nakano was down in 15th and sim ilarly disappointed, this being his big event - and probably his last. Stewart managed to qualify 12th and 14th, which was pretty uninspirmg. Barrichello’s efforts had been hand

Tenth position was a disappoint ment for 01i\der Panis - the fastest of the Bridgestone runners at a track where one would have expected the Bridgestone men to be way ahead of Goodyear. The Mugen Honda engines were going bang a little too much in prac tice: Olivier had two failures and

sure that Schumacher did not get ahead.

“The top teams improved on aver age by two seconds on last year’s times,” Ukyo reported. “We have improved by six seconds. The team is working really hard.” Tyrrell was firmly on the back row

“It was close,” reported Schumacher, ‘J)ut it was expected. I think I would have done the same

On the second lap Irvine passed both Hakkinen and Schumacher in what looked like a brilliant move

k I

(

t: ■ ‘vjr

I !

( iH

There was not time to consider the

» .

“Michael had a good idea I was going to try it,” said Eddie, “and he assisted me. Immediately Eddie was attacking Villeneuve. A lap and a half later, as they were braking for the chicane, Eddie made his move.

Continued next page

V-/:

% j V

m u.

Hi.

rtf?

i ns

TTT,

V r

fanny Caasf; 'rath heaaiine

i ■ f

When theEddie opportunity itself went presented outside Hakkinen and Schumacher in one move.

take,” Michael suggested after the race. The computers suggested that this was the case with Jacques’ lap times being remarkably slow. Behind Jacques and Michael, Irvine had made a poor start and had dropped behind Hakkinen, while Frentzen made a better start than

ITS

was a possibihty and he did it and I J) let him through.

It quickly became clear that the plan was to hold up Michael. “He drove that way to make things difficult for me so others could over

Race - 53 laps !

race,” Michael confessed. “He said it

important that no-one else went past n me.

power from the Ford V8 engines.

going up through The Esses - an unusual place for overtaking manoeu vres. In fact, it had been pre-planned. u We had discussed it before the

thing. I would not say there was any thing unusual about it. u I was close to getting him but I had to puU back. For me it was more

with Jos Verstappen outqualifying Mika Salo on this occasion - by twotenths of a second. The major prob lem, of course, was a lack of horse

Jacques wanted to be ahead of

r* I

current situation it was not a bad per formance.

Magnussen lost his fastest lap

I 3

Berger and was able to take fi fth place.

to the T-car - which was not handling well. In the circumstances 12th was not bad.

icapped by an engine boom (not an unusual occurrence) and he switched

* X

Michael. He signalled this intention by coming across the road to make

implications of the yellow flag busi ness on the race strategies, but on Sunday morning the paddock was buzzing with stories. What would the Williams strategy be? At the start it was clear that

S-^'7

Minardi qualified 19th and 20th with Ukyo Katayama ahead of Tarso Marques. Neither driver was ecstatic but in the

r^.

maMi

●^

ic» ...Vj =- i

V. I

firK

Vi'-,

●^jgp

AS'

im I

●

Saturday, HauembBr 1.

1 *●

I in

>. .s:

'Vi; ■

Hi. i mgi T

'.4

>3^

v.>

inRHATIOHM RACEWAY

●

V A.

teCh

r/>.

■<,

■N.

nal Cup cars, HU’s, Sportsman, legends when ’37 Champ, Kim Jane takes an the work Ten’s Unund 1 at the Thunderdnme.

'I,

(fflSS

’ . V

1 ●●

V! ● 41.

iyiMirlali Ik 4

'ia

>i^ '

f Kii

h. ●’

'●V

1 Dmg t Raehtgl

^^4

i-.f

ana spaowAY Siam

-5F-

J-.Mt

1 PT

aain-4pin. nacing S73D mils 325

;/ V

■* JT'f X j'*" -vv'^ S

4. t

r 4t ● Ik

-All 0

●fjri ^ * /U-i

Pu* -■ 4.

’ ■ r ● M *

42 24October mi

JXo.

“Jacques tried to block me,” Irvine said,“so I sailed around the outside.” Once ahead, Eddie showed just how slow Jacques had been going. His first lap firee of Villeneuve gave him a 5.3s advantage and within three laps he was 12s ahead ofthe WiUiams. Jacques did not attempt to give chase, preferring to stay where he was, ahead of Schumacher.

11 the curious fluctuations in -he normal pace of the frontnuiners had completely obscured the likely pit stop strategies. It looked as though Irvine was on a three-stopper. In fact Eddie was going for two stops. The pit stops began on lap 13 with Hakkinen and Berger. The following lap Coulthai’d and Alesi came in. It looked as though both Benetton and McLaren were going for a thi-ee-stop strategy, but McLaren was boxing clever and was only going for two. On lap 16 Irvine came in and hand ed the lead to Villeneuve. Two laps later Schumacher stopped and on lap 20 Villeneuve himselfcame in. Michael rejoined behind Johnny Herbert and for two laps the German ran behind the Sauber. Johnny was not holding up his old teammate but Ferrari, keen to know what Sauber was planning, sent a man down to the Swiss pit to ask. When one supplies a rival with engines one has such power. The Sauber folk replied that Ferrari need not worry because Johnny was coming in shortly and the Feirari man scurried back to teU his tinops. When Villeneuve rejoined, Schumacher was belting down the main straight towards him. Jacques pulled across into the fast lane but was not going fast enough to really justify such a move. Michael was not about to stand on the brakes and dived for the inside line and swept past the Williams before it was up to speed.

ABOVE: The Japanese girls were out in force, though some seemed to have missed the beach. LEFT: Villeneuve gave Schumacher no room at the start. While this was happening, Frentzen was in the process of leading for a lap but then he pitted. He rejoined ahead of Hakkinen but still fom'th behind Irvine, Schumacher and Villeneuve.

Irvine his moment of gloiy wouldknew soonthat be over; ‘T was waiting for the phone call,” Eddie reported. It came on lap 23 and IiWie slowed down, allowing Schumacher to catch him. As soon as Michael was past, Eddie pulled in finnt of Villeneuve and began blocking. After the race he made no bones about it. “They said slow down and let Michael through and then tiy to slow Jacques down,” Eddie reported. “It is not difficult to do here. I had three years of practice here when I was in Formula 3000.”

In the end this would work against him - and against Ferrari - but it worked a treat for Michael Schumacher. Michael was able to build a lead of7.2s before his second stop. On lap 30 Jacques came hurthng into the pits intent on getting past Irvine during the pit stops. It would probably have worked, but there was a problem getting the fuel hose onto his car and he lost six or seven vital sec onds. He rejoined in seventh. Irvine pitted on lap 32 and Schumacher on lap 33 but Frentzen stayed out longer and did not stop imtil lap 37. Irvine’s blocking had lost him time and Frentzen was thus able to get into second place when he stopped, but it was close. “Heinz came straight out across onto the line,” Eddie complained later.

“which you should not do when you come out ofthe pits.” ff Eddie was an angel when it comes to driving behaviom' there might have been some sympathy for him. He is not and there was not. Frentzen was second and, as a result, Williams was in a winning posi tion for the Constructors’ Championship. Frentzen went after Schumacher but it was a hopeless chase, despite the best efforts of Damon HiU, who made his Arrows very wide when Michael came up on him at the end ofthe race. One can hardly blame Damon for making fife hard for Michael. One must not forget that Damon would have been World Champion in 1994 if Michael had not driven into him ... It was actually surprising that Damon

did not take him out ofthe race. Damon cost Michael 2.9s to Frentzen, but he crossed the fine 1.3s ahead of his fellow-countiyman at the finish. Irvine made it home just ahead of Hakkinen,but Coulthai-d’s eighth place evaporated on the last lap when an engine seizm’e pitched him hai’d into the wall. “A bad end to a terrible weekend,” he complained. He was classified 11th. T Tilleneuve was fifth, having looked V rather imconvincing in the final stint. He seemed to know that he will lose the two points when he goes to the FIA Court of Appeal in Paiis and there was no point in pushing too much. Jacques was chased home by Alesi but the Benetton strategy had not been

One down, one more to go After a itstring four places in succes sion, was of nice tothird move up one step on the podium to second place in Japan. The six points for second spot also gave me a more comfortable six-point lead over Alesi for third place in the championship and, more importantly, it clinched the record ninth Constructors' Championship for Williams. The Drivers' Championship will be another story, though. I came tothe Suzuka with high sixth on grid wasn't whatexpectations, I expected. but I know the circuit very well from my F3000 and Bridgestone tyre testing days in Japan. It's a great track with the chicane the only cor ner on the track that I don't enjoy. The rest is a fantastic combination of fast, medium and slow corners which are difficult to get right and a great challenge to drive. I knew our car was going to be competitive around a track like that and all the way through free practice we worked on fine-tun ing the cars, not really trying for a qualifying lap until we had to. The car had been good on Saturday morn ing, but when it mattered 1 had a problem. It was too soft at the front end and I was losing out through the first few comers, which are vital to a good lap. We stiffened the car up for the final run and it was better, but by that time 1 was on a set of scrubbed tyres so I couldn't better sixth place. Then camewarm-up the bombshell offlag the Saturday morning yellow incident which saw Jacques booted out of the race, having been involved in a similar incident in Imola. I also got a one-race ban, suspended over the next six races. We appealed against Jacques' disqualifi cation and so he got to race eventually, but we are under no illusions that it was probably going to be for nothing when the appeal is judged in Paris. From a personal point of view, I thought

r- ( I

TUin™-^

what happened to Jacques was a punish ment which far exceeded the crime. The car which brought out the flags had been sitting by the side of the barrier on the straight well out of danger. They then started to move it and a front wheel got close to the edge of the track so they then used a waved yellow flag by the car and kept a stationary one on the corner before. You could see the car clearly and there was certainly no danger involved. The fact that Jacques and 1 and just about everyone else on the track at the time didn't bother to brake on the straight was an indication that the incident was of no real danger to anyone. I guess the rules are the rules, but it's a shame that the way they are interpreted can influence the outcome of the Championship and perhaps even leave a bitter end to what has been a close and exciting Championship year. Things didn't go Jacques' way in the race, either. He ended up fifth, so with or without the ban the race will go down to an all-ornothing battle in Jerez. Ferrari had found a sudden fresh turn of speed for this race. They were using a new electronic throttle system in practice, but that certainly wasn't giving them the extra speed that seems to have put them back onto the same level as us. My job at this race was simple; take as many points as I could for the to Rothmans Williams Renault team and as many points away from Ferrari as possible. It wasn't as easy as it might have been starting from sixth on the grid, especially with both Ferraris ahead of me.

STRONG RACE: Our man made it to the podium for the fifth race in succession. I got a good start and managed to take fifth from Berger before the first corner, Jacques keeping the lead on Schumacher and Irvine. | had started the race with a lot of fuel and g low downforce configuration in the hope of passing the cars ahead at the end of the straights. That meant the car wasn't very comfortable In those early laps running in dirty air in a traffic jam behind Jacques. I also ran a used set of tyres for the start, saving my best ones for later, so for those early laps I concentrated on staying in touch with the leaders and saving my tyres to the first of our two stops. I was one of the last to stop, then when I came back into the race, I was delighted to find I had taken a place from Flakkinen. My second set of tyres were much better and I found myself running in free air after the pit stops. I was able to push a lot harder for another long stint and a brief share of the lead before making my second stop. I was able to get back into the race after my second stop just ahead of Irvine. I knew he was somewhere close and I didn't .see him when I came out of the pits until we went into

the first corner. It gave me second place, for Jacques had lost ground on his second stop which put him back to fifth place. I pushed as hard as I could on my third set and took fastest lap of the race on lap 48. The car felt good and 1 was able to chip away at Schumacher's lead. However, I was in no doubt that even if I managed to catch him, it was going to be another story to get ahead. I got some unexpected help from Darrion when he cut three seconds of the Ferrari's lead as he came up to lap him. Not surprisingly, he let me by without a fight and there was only a second between Michael and us with one lap to go. It might as well have been a lap. I had to settle for second place, but I was pretty happy with that considering I had start ed from the third row.

t's going to be a tough final race in Spain this weekend. With Jacques fighting for the title and only one point between them, we can hopefully play the same kind of team game that the Ferraris played in Japan. It should be an interesting weekend. n

24 October 1997

Japanese Grand Prix World Championship, round 16 Suzuka, October 12, 1997-53 laps 1 2 3 4

Michael Schumacher, Ferrari F310B, 1h29m48,446s Heinz-Harald Frentzen, Wiliiams-Renault FW19, 1h29m49,824s Eddie Irvine, Ferrari F310B, 1h30m14,830s Mika Hakkinen, McLaren-Mercedes MP4/12, 1h30m15,575s Disq Jacques Villeneuve, Wiliiams-Renault FW19, 1h30m28,222s 5 Jean Alesi, Benetton-Renault B197,1h30m28,849s 6 Johnny Herbert, Sauber-Petronas C16, 1h30m30,076s 7 Giancarlo Fisichella, Jordan-Peugeot 197,1h30m45,271s 8 Gerhard Berger, Benetton-Renault B197,1h30m48,875s 9 Ralf Schumacher, Jordan-Peugeot 197,1h31 ml0,482s 10 David Couithard, McLaren-Mercedes MP4/12, 52 laps, DNF 11 Damon Hill, Arrows-Yamaha A18,52 laps 12 Pedro Diniz, Arrows-Yamaha A18,52 laps 13 Jos Verstappen, Tyrrell-Ford 025, 52 laps

Fastest Lap: Frentzen; Lap 48,1 m38,942s

a success. Berger made even less of an impression and ended up 10th. Herbert’s seventh place was not as good as a result as the team had hoped for. Johnny made a bad start and failed to make up any places but ran a steady race with a difficult car to finish not far behind Jacques and Jean. After Couithard dropped out, eighth place went to Fisichella, but this was not a race that will be remembered in the Jordan history books. Ralf Schumacher finished 10th - a lacklus tre perfoi-mance aH round. Hill finished 12th with Pedro Diniz 13th, but if nothing else Yamaha did not blow up an engine. The fact that Damon was the first Bridgestone runner home was quietly forgotten after the event. The Bridgestone men had been expected to blow Goodyear away at Suzuka, but

the boys and girls of Akron left; their Japanese rivals looking for swords to faU upon... Verstappen made it home for lyrrell in 14th but Salo’s race ended with an engine failure after 46 laps. Tarso Marques dropped out at about the same time with a gearbox failure while Katayama’s last Japanese GP ended with engine failure. Engine failure put paid to Prost’s hopes of a good result at Suzuka with Olivier Panis dropping out on lap 37 while he was chasing around in the midfield. Nakano’s race ended with a wheelbearing failure which sent him bounc ing over the chicane after 22 laps. The Stewart team could not blame mechanical failure for either retire ment on this occasion. The team had opted for a one-stop

strategy - which might have been a good idea - but a one stop plan is no good unless you actually make it to the pit stops: Magnussen spun out on lap 4 and three laps later Barrichello went for a wilder rotation at the high-speed 130R. The result means that Villeneuve is one point ahead ofSchumacher as they head for the final race at Jerez in a fort night - although the FIA Court of Appeal may reject Villeneuve’s appeal and he will lose his two points. “The situation is open,” Michael Schumacher said.“Whoever is ahead of the other guy is going to be the champi on.That is the way it should be.” Well, yes,thatis true,but let us hope that the guy ahead is not blocking the man behind It would be nice to see a proper race and not a ballet of blocking tactics... n

Lap Leaders: Lap 1-2 Villeneuve; Lap 3-16 Irvine; Lap 17-20 Villeneuve; Lap 21 Frentzen; Lap 22-24 Irvine; Lap 25-33 Schumacher; Lap 34-37 Frentzen; Lap 38-53 Schumacher Retirements: Lap 3 Jan Magnussen, Stewart-Ford SF1, spun off Lap 6 Rubens Barrichello, Stewart-Ford SF1, spun off Lap 8 Ukyo Katayama, Minardi-Hart Ml97, engine Lap 22 Shinji Nakano, Prost-Mugen Honda JS45, engine Lap 36 Olivier Panis, Prost-Mugen Honda JS45, engine Lap 46 Mika Salo, Tyrrell-Ford 025, engine Lap 46 Tarso Marques, Minardi-Hart Ml97, engine Lap 52 David Couithard, McLaren-Mercedes MP4/12, engine Drivers' Worid Championship standings: 1 Schumacher 78; 2 Villeneuve 77; 3 Frentzen 41; 4 Alesi 36; 5 David Couithard 30;6 Berger 24; 7 Irvine 22;8 Fisichella 20; 9 Hakkinen 17; 10 Panis 16; 11 Herbert 15; 12 R.Schumacher 13; 13 Hill 7; 14 Barrichello 6; 15 Wurz 4; 16 Trulli 3; 17 Sale, Diniz and Nakano 2; 20 Larini 1 Constructors' Championship: 1 Wiliiams-Renault 118; 2 Ferrari 100; 3 Benetton-Renault 64; 4 McLaren-Mercedes 47;5 Jordan-Peugeot 33; 6 Prost-Mugen Honda 21;7 Sauber-Petronas 16; 8 Arrows-Yamaha 9; 9 Stewart-Ford 6; 10 Tyrrell-Ford 2

[

FOR THE CLUBMAN CLASS AUSTRALIAN CHAMPIONSHIPS 1997 1st & 2nd Clubman Light(& Pole) Isf Clubman Heavy 2nd, dth & Sth Clubman Super Heavy(& Pole)

KOEIUE

Available from South Australia:

Victoria: BAR0»l illGINES 03 9580 3905 and artAork by Simon Adams

AG: CAMIEMATOMY mi 06 282 4122

Queensland: 07 3800 3 ^.and TONY KART Regional Deblers

pncr« 04li 173 811 Aii

PREMIER STATE NATIONALS

240ctrnmi

DUCDLFSrDCo.

sveephif flie pits th^ the aov-'veif i iiiiiiiiiipi«‘ has a major|

Bvueralcl MeDornan yi>t m has g|i||pi|^B!tiao MeaMf at a i^fish Rim, ffle Shell eqlatfing in a

^ni^ve1^«raaaam

, damsgs'to the aluraamim ; TFX engine was Bke i«me ewr liefore in this county ihiMt eugines, deapito ls<dluiS*tod8 or doing other crazy thiaj^ rrepM.Table, there was literaHy l^tMng from the shortmigtae mrr; ' ~ ‘ " i vhimg tte *b% ban^“ Amaztiiglji. the crash, rads and ; most M the pistons wmm left: intact h^Sie eaiaA^rÊ ont of the oogiim.nappy when it was : uni^trapped fhom the car! Despite the chasaia sfcn sitffer; ing fi om thCiM^tsûp,- with tito fnime l ails out of . shape, i&e Shall Raaimt crew perfo.’ined magiiiCci'n^y, gtooiag i car iMck in shape and out onto the : track I'ur the final ageinst 6teon Mikn-e; where it was, st least for BKi»L of the run, right aloagside the eventual wiuna’. Coyrm's evenh up until that smai-fiiial rtm - us which,incir . dentally, h^ toill mmi a 5.06 heen fantastic^ with the : êit^^cketship running the ever m ilMond'qnicke^P ! .''distrafia, a 4,86%:^ to . first. Cuwin tltoii Imeked it iqp I in the firet 4<&L Andrew Cowin, making hie com petition debut fur the Siell Rocket tnam,didh^ have the best of aiarta to the uuent 'on Thursda>, apeetacularly ’ firebalRng an engine on the bumout. li seems that the ali-hnpcrtant t lrvnUle stop - hooked onto the thnat'e i^hle near the injector hat tu stop the engine mi's Stoeagtoo ; high m the burnoul - failwpid ,i!i[)Wi*d the enthusiaate; jiHjior Cowin to stomp th&ihrattte to the floori Afier ..tunning the dimg racinj,' : sr.ifld with his 4.92-8econd licence pass at the Niteo-Champs n»eting fin months ago:, young Andrew u niliitied with a Atit-off 5.76/^4 In-fore fatteig to Glean Mikres in if*' fir^t round. Unlike nearly every-team that , was ia Ihe pits at the Prmaier State Nationals, the ehampi! tmwhi-p-winmTtg Top Fuel team ; of Santo B^nnrda had done ; very tHtle ka the bre^ . between the season-eniling Wrotemationatein June and the new aeason-epening PFftoBHtr Kate ^kaiosal«. They had done so little, in fact, rhat when driver/taner Glenn Mik res ami’vd frum thv US on the Wednesday prior to the event, the loam unloa^d the car from the : iridleT vJiere it had beer, sitting -dnee thv Wintemats to prqjara it for toifl ênr! It appears as Uswigh it wasn’t a n problem, imh Mikse running the quickest-ever for Kapisardars once back-up car. a 4.36, then hitting consistent 6X'.-> on ius way to the event win. Rol»n Kirby was k^p^g^ ; “muar” atemt a stmng rumour

All Kirby weold was fât i tile team had eiâged theseru<A ! of a tngrfarfmg eBisui^mt 3ud lie i had a few deals out and but; oelhing was ^ned. Our sources asanw us ti»± as soon as Kirby returus tern his short tour of Jaâ m>st moili]. Ms Kea^gs digger will i be tr^sfui-med into Austsalia's own ‘Isndeac^tanana.” Lo^’al L&ugttme sfamsor IS to Kaiin^ Tea stay on with the team as a aiôr asaociato^pttosor. P

^stm guru and drag Mick l^end Affinimaod,is a aeareh to Rnd move performance,^£ffiiically chaii|p4 the fuel system on 1 Roy Sn^h’fi Sirrnty Three Vialve fo^er prior to the Bfeariier Stats NSfTonals.

With it’s “pit tuoE-uiJ® the car sound like it mm gdisg to rotate tte earth.Atholwood evarly plfiB«d with the pawFormances, saying that, while they weren’t hurting anjt^ng. they still werenlt runningfest enough, The Melhoorne DiFilijppo Family Raelng team were I pleased with their 5.25>secoad ! quieter, although a consis* tent piston burning problem pestered them during the event, bucnkig six pistons on their first run and another on their next. Tfe team n«de i± through to j Ae semis, where they were] downed by eveirtaal wiimer Glenn Mikres. The event was the second last for the DiFilippo irMn with tbair eurreito “sma^ fuM aystem, the s|totem updated to a OBW Itave Setttes “nuclear” setup after next w^kend's match race with Rachel^ Splatt at Cal^riMrk. After Skene Barker debuted die finite the new-geaeration Whipjîchergers at the Wintemationalu in Juneît didn^ t^je long for the count of the wsg blowers to include' nearly half of the seven ear Top Alky field. 'Team-mnte and mults AuateaUan diampiim Gary Phillips debuted a new he Lusis Oils dragster, while so too did “Ponnme’ Steve fteadrwhD waa nvritiag a retmto to the brackefc Phillips’ car nmintaTned its unual classIeaAig pertomsmcc, while the EDia,-^«ho ha^t’t really raced his car seriously for two ^ eass, ran hteqiui^sst-es^ alky {^s in Australia - a 6.01 -1 debate the car runnm^ on | sev'en cytm^rs. i Not only did Pbillii» debut a| new supercharger, but the j Queenslander also had a major { grin all weekend after arriving at the event with his ehampionsfaip-wmning dêr painted in new colours. On the Thtmiday prior to the event, I%illip.s inked a deal with US al company Lucas, which has opened an Austrarmn office in Queensland and quickly had tarn me.mbeES Adrian and felvin Bell paint the panels in the new, blue colours, Phillips and his wife DehbiB kept the smites on thter faces right throughout the event, taking their new sponsors nil the way to a final l ound win,!^. ISItil jgEom

GONE BALLISTIC... Andrew Cowin’s Shell Rocketship didn't fare too well on this launch. (John Bosher pics)

Big bangs for your bucks Sydney’s inaugural Premier State Nats

Report by GERALD McDORNAN

A new era of Australian drag racing dawned at Sydney’s Eastern Creek Raceway last weekend and, although the inaugural Premier State Nationals was a much quieter event than most had anticipat ed in terms of both spectator and competitor numbers, the event has a promising future.

Many competitors actually com plained about the meeting lacking atmosphere, saying it was dragged out and didn’t flow, with many gaps in proceedings. With the low entry level- around 250 vehicles - had the event been reduced from three to two days, it would have been just fine. The ARDC, who now run the track after having taken over earli er this year, put a fair amount of eSbrt into the event and,for a group which is still coming to terms with the peculiarities of the straight-line sport, did an honourable job.

It appears as though the competi tor numbers were down because of a number of reasons - firstly, a number of terrible rumours were circulating even just one week prior to the event that it wasn’t going to be held and, secondly, many com petitors nationally did not receive entry forms and event details, a practice which is a standard proce dure with major national events such as the Nationals and Winternationals. The reason for the low spectator numbers - around 9,000 race day could again be attributed to two

STUNNER ... Mighty impressive Xcessive Force Harley Top Bike of Mark Gedye went deep into the sixes.

24 October 199/ Sponsors and blowers weren’t the only things debuted in Top Alcohol, with both Stan Tindal and Mark Brew debuting new cars, Tindal’s a Bob Meyer cre ation from the US and Brew’s a Ken Lowe piece from Queensland. Both teams ran right on the pace straight away with their new cars, Brew’s small block-powered BOC Gases mount running a 5.98 in the first round, while Tindal dipped into the 80s, albeit a cen treline-touching pass. Ironically, both cars faced each other in the first round of elimination’s, with the BOC Gases car advancing to the semis.

TOURIST TROPHY... American Glenn Mikres put Santo Rapisarda’s Top Fueller in victory lane.(Bosher pic) factors: Firstly, the track reportedly or oversubscribed, in his 5.0/240 win over Kirby in the only advertised the event to the In Top Fuel, Graeme Cowin, fol- semis when an engine let go, caus Sydney public on radio just two and lowing on from his blistering 4.81- ing major damage to his Shell a half days prior and, secondly, the second win at the Winternationals Rocketship, although his hardwork huge interest in Peter Brock’s final in June, led the field with the coun- ing crew had him ready to contest race at Bathurst the following day, try’s second quickest-ever pass, a the final roimd in time. which was just two hours drive 4.880. In the final round, Mikres, after from Sydney. His nemesis and newly crowned running back to back 5.0s in elimi Considering these facts - which Australian Top Fuel Champion, nation’s, proved that a major prob should and will be overcome next Glenn Mikres was also in the fours lem like Cowin had is hard to over year - and members of the sport after qualifying, running a 4.96/285 come, winning with another supporting the ARDC’s endeavours in Santo Rapisarda’s fueller and 5.08/282 run and outlasting the Shell Rocket team’s shut-off effort. at their new venture, then the the two again prepared for a show event should prosper into one of the down in the battle for Top Fuel Top Alcohol was again the domain of multi-Australian winner supremacy, drag racing’s crown jewels, along side the Nationals and Despite the best efforts of the Gary Philhps, the veteran, who was Winternationals, where it deserves other competitors in the bracket, sporting the colours and signage of to be. including Darren DiFilippo and new sponsor Lucas Oil Products, Naturally, the event was led by Robin Kirby, who had both taking a strong event win over new advanced to the semi-finals, it was comer Wayne Newby. all but one of the Group One brack ets, the spectacular Funny Cars again Mikres and Cowin who faced Phillips again showed that con sistency wins races, although he again missing out on a guernsey, off for the money. Cowin suffered a major setback ■with all the brackets being almost. Continued on next page

While it might not have been a new car, Steve Barker’s Spectra Thermo-King Funny Car was also new-looking, a beautiful Dodge Avenger body having been draped over the chassis rails during the winter break. The Avenger seemed to work OK, with Harker setting top speed of the meet for the alky cars at 246 mph and lasting until the semi-finals, before falling to Wayne Newby. Wayne Newby’s consistency in Top Alcohol, which allowed him to reach the final round where he faced off against Phillips, came through the experience of imported tuner, American alky veteran Doc Conway. Conway’s ability to pick what the car and track needed to a “t” impressed many at the track, including Victor Bray. “I couldn’t believe this bloke

Bray said, after watching Newby qualify with a 5.92. “Conway comes out, takeg a few steps on the track and kicks his feet a little, mumbles that the con ditions are good enough for them to run a .92 and that’s what they do!” Newby wasn’t the only one to have imported help, as Stan Tindal flew chassis builder Bob Meyer back into the coun try to help him out with the debut of his mount. Meyer was again a considerable help to Tindal, along with a number of his other customers, the American always being one who doesn’t mind having a chat to help out a racer in need - no wonder he sells so many cai-s in Australia, Aussie Steve Reed, who is about to head to Japan to represent Australia, was present at the Creek sans car, although the multi-Nationals winner and former Australian Champion did get to try out his hand behind the wheel of Les Winters’ ’55 Chevy Top Doorslammer. With Winter unable to get to Eastern Creek prior to race day, Reed qualified the car in anticipation of more than eight cars being present, the result being an on-off the throttle 7.91/119. The longtime alky Funny Car racer said he enjoyed his brief drive and stated that he’d like to have another go in the near future. “The steering is a lot slowet than the Funny Car and the suspension felt a little weird to me, but I think it would only take a Continued on next page

'340 Professional Racing Crankshans rn

'None-Twist" Crankshafts You Can Now Afford

Join the ever-growing list of Champions who use and rely upon Cola 4340 "NoneTwist" Professional Racing Crankshafts to help them reach the winners circle. Whether it be for drag racing, speedway, super speedway or touring cars. Cola has a 4340 "None-Twist" Professional Racing Crankshaft to suit your needs. When quality is a requirement of success. Cola 4340 "None-Twist" Professional Racing Crankshafts can be relied on to help you achieve your winning goal - and at an affordable price.

4340 BASIC * 2 LIGHTENING HOLES * FACTORY DIRECT OILING * SURFACE GAS NITRIDED * HEAT TREATED

SMALL BLOCK CHEV

RACER'S PRICE

4340 LITE-WEIGHT

4340 ULTRA LITE-WEIGHT

PART #

STROKE

MAIN

ROD LENGTH

4340 BASIC

LITE WEIGHT

ULTRA LITE

* 4 LIGHTENING HOLES IN PINS * COREHEAT TREATED TO 36/38 Rc ● SURFACE GAS NITRIDED TO 60 Rc * FACTORY DIRECT OILING

* 4 LIGHTENING HOLES IN PINS * EXCESS MATERIAL REMOVED * KNIFE EDGED * COUNTERWEIGHTS ARE PROFILED * CORE HEAT TBEATED T036Q8RC * SURFACE GAS NITRIDED TO 60Rc * FACTORY DIRECT OIL SYSTEM

S348A S348C S350A S350C S3562C S3625C S3750A S3750C S400A S400C S3875C

3.480' 3.480' 3.500' 3.500' 3.562' 3.625' 3.750' 3.750' 3.750' 3.750' 3.875'

350 350 350 350 350 350 350 350 400 400 400

5.7' 6.0' 5.7' 6.0' 6.0' 6.0' 5.7' 6.0' 5.7' 6.0' 6.0'

$1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50 $1695.50

$1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50 $1995.50

$2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50 $2495.50

Ask US about our 6 months interest free offer^!

Order Hotline: 1800 675 016 MELBOURNE: ^Conditions Apply. Email: vpw@c031.aone.net.au

ph 03 94012811 fax 03 9482 9901

SYDNEY:

ph 02 9742 6755 fax 02 9742 6729

24 October 1997 Continued from page 45 couple of runs to get the fee! for it and then I’d be OK,” a smiling Reed said after the run. Vfictor Bray’s run of luck at -ANDRA gold Christmas Tree championship events contin ued, with the Castrol Chevy taming all the bearings in the engine on a first round solo and making Bray park the car for the rest of the meeting. "Everyone says that I win too much and all that crap, but just put up a gold tree and they all get to raffle it between themselves 'cause I won’t be getting it,"’ Bray said, while watching the semi finals. Bray did top qualify at the event (6.58/216) and set the low et and top speed at a solid 6.44/221 in the Castrol Chevy, showing the team is starting to get back on track after losing the way following a major “shake” problem, which broke the car badly in Perth last Februarv. As predicted in Motorsport News a fortnight ago,two-time Australian Pro Stock Champion Joe Polito confijrmed he had signed with performance muflEler manufactur er Dynomax for this season. The Sydneysider fronted at Eastern Creek with his new livery and, with Dynomax personnel pre sent to watch their new boy, top qualified in the field with a 7.81/172 and then went all of the way to the final round before redlighting against the extremely hot Rob Tucker. Showing how tough the brack et has become over the last few years, a major surprise non-qualifier in Ffro Stock was former Australian Champion Bruce Leake. Driving his familiar Theuma and Leake Oldsmobile Cutlass, Leake could only muster a troubled best of 9.15 seconds, joining Melbourne’s Tony Cosolito outside the eight car field Cosolito, who also had troubles in qualifying, was making his return to (he bracket after a fire in the braking area at Adelaide International Raceway earlier this year. Did you hear the one about a couple of Pro Stock team crew members who decided to stay out a little late one night? Seems that when they decided they’d had enough at a night club and headed home, they were surprised to hearing “strange” noises coming from their room at the Rooty Hill Resort. Thinking that one of their own had got lucky, they turned the room light on. The boys were fairly impressed with the sight of the lady making all the noise in the room, saying she rated pretty highly, although they were shocked to then find out that the guy under the covers wasn’t anyone they knew.

Unfortunately, they were in the wrong room! Following on firom belting out a stunning 7.03 at Adelaide International Raceway’s season-opening meeting a week prior, Mark Gedye and the Xcessive Force team dropped everyone’s jaws at Eastern Creek when their new Harley recorded back to back runs of 6.85/197 and 6.80/195 in Top Bike! Gedye told Motorsport News the new bike, which was purchased in the US over a year ago, was a dream to ride and nothing quite like he'd ever been on before. “Ken’s(McGill - team owner and crew chief) right on top of the tune-up and giving the bike what it needs and the chassis works great,” an elated Gedye said. Gedye advanced to the semi finals of Top Bike, but fell off his earlier pace and was downed by former Australian Champion Gavin Spann. After being beaten for last season’s Pro Stock Motorcycle Championship on the very last run of the very last race, Gavin Bales hit back at the seasonopening Premier State Nationals by top qualifying, taking out low et and winning the event on his Serco/Wiseco Suzuki over the Castrol Suzuki of arch rival Les Donnon in the final. While it was a magnificent event for Eales, it wasn’t quite clear whether we’d see him at any more events this season, as the Queenslander had a couple of very interested Japanese racers looking at purchasing his potent machine after the race meeting. After running so well, Eales wasn’t too keen on parting with the machine, but the Japanese racers, who have been burnt by a major US team who they’d bought a bike from, were fairly keen after they’d seen how fast Eales went to take the bike on the spot. Rick Dudek debuted a new Junior Dragster at the Premier State Nationals, although the car, which was running in the 9.8-second range, was slowed consider¬ ably from its first run at a test and tune the previous week, Despite an ANDRA imposed 9.5-second et limit, Dudek’s new machine chalked up an incredible 8.8 second/73 mph eighth mile run; How fast is that you ask? Well, just put it this way ... a new Y8 Commodore wouldn’t beat it! Dudek won the event, downing Ben Bray in the final round,

needed to call on every thing he had to down Newby’s quick mount, Newby having the services of American veteran Doc Conway as his tuner for the weekend - Phillips won in the final with a 5.82/237 to Newby’s 5.9second run. Top Doorslammer again showed that if you offer a gold ANDRA Christmas Tree, then Victor Bray probably won’t win! After crashing his blown Ford Falcon in Adelaide last season. North Queensland’s Shane Elcoate took the win of his life when he drove the family’s new ’41 Willys to an upset final round win over Bray’s Castrol team mate, Troy Critchley. Elcoate, who has to change the body on his new car within three months to meet ANDRA requirements, took home his first gold tree with a 6.89/203. Also putting in a consid AVENGER... Gavin Eales dominated Pro Stock Bike and took home the gold. erable effort of note was Eales, desperate to avenge his class newcomer Andrew Searle, Christmas tree victory at Eastern Creek in 12 months. final round, championship-losing who drove his Murray Anderson In the Group One bike brackets,, loss at the Winternationals to copy, self-built Ford Customline to a number of great passes, including the biggest news came from the fuel Donnon, didn’t have to wait long, Donnon red lighting aboard the a 6.70/209, before falling in the bike class, the Adelaide-based Xcessive Force team’s newly Castrol bike and handing him the semis to Critchley. Pro Stock, which had become the imported bike, with Mark Gedye win, albeit a well-earned victory domain of Joe Polite over the last aboard, blasting to Australia’s first with Eales top qualifying, setting Harley six, a 6.85/197, before back low et and top speed of the meet. couple of seasons, didn’t fall the Results in the other brackets con way of the Sydneysider, although ing it up with an even-quicker 6.80/195 to lead the field after qual tested at the inaugural Premier the now-Dynomax sponsored driver State Nationals were: did contest the final. ifying. Gedye looked to be the event Competition - Dennis Gatt(C/A) A red light put paid to his chances and to any chance of what favourite, but the Harley didn’t def Ray Walker(B/D) may have been the race of the event make it past the semi-final, falling Super Stock - Graeme Walker to eventual victor Gavin Spann - (C/G) def Mario Caronna(B/G) with rival Rob 'Tucker. Comp Bike - Rhett Lougheed Tucker’s Performance Wholesale Spann had it easy in the final when Olds Cutlass ran into the 7.7s just his opponent, the legendary (B/AB)def Craig Bonwick(P/CB) two weeks prior at Willowbank and “Pommie Peter” Allen, couldn’t Modified - Arthur Telford def Anthony Selva the Queenslander pushed Polito front. Spann, the 1996 Australian Top Super Sedan - Juan Kudnig def every step of the way, in fact, run Allan Hutchinson ning low et of the event in the Bike Champion, made the most of the attention cast upon him in the final, Super Street - Gavin Hamilton def semis with a 7.80. running his quickest for the event, a Mark Smith Perhaps that run proved to be Mod Bike - George Dimopoulos the undoing of Polito and the two- 7.44/180 to take another gold tree. In Pro Bike, arch-rivals Gavin Super Gas - Colin Griffin def Vince time champion pushed the red Probe through the beams too early Eales and Les Donnon faced off in Panetta and allowed Tucker to cruise to a the final round, the two being the Junior Dragster - Rick Dudek def class of the event with their Suzukis. Ben Bray 7.85/171 victory and his second gold UPSET... The immaculate ‘41 Willys Doorslammer of Shane Elcoate knocked off Critchley. (Bosherpics)

Eastern Creek dropped the admission prices to the event, a three day pass pre-purchased costing just $30 (at the gate the cost was still only $40), although the entry fees for competitors rose from $120 to $150!...

1997/98 ANDRA AUSTRALIAN DRAG RACING CHAMPIONSHIPS

12 Balmoral Close St Albans VIC 3021 Tel 03 9364 3333 Mobile 018 394 044

1997/98 Australian Top Alcohol Series 105 I. Gary Phillips, Lucas Oil Products

1997/98 Australian Top Fuel Series 105 I. Glenn Mikres, Santos Cranes 85 2. Graeme Cowin, Shell/Rocket

2. Wayne Newby, Newby Blowers

3. Steve Marker, Marker Transport

Darren DiFilippo, True Flow Exh. 60

Robin Kirby, Keatings Transport 5. Andrew Cowin, Shell/Rocket

60 40

Terry Sainty, Eagle Ignition Leads

40 40

Roy Smith, Atholwood & Smith

1997/98 Australian Top Doorslammer Series 100 I. Shane Elcoate, Thunder Road 80 2. Troy Critchley, Castrol Racing 3. Victor Bray, Castrol Racing 4. Andrew Searle, ACME

70 60

Mark Brew, BOC Gasses

5. Stan Tindal, Stanola Racing

Lucky Belleri, Narrabeen Smash

Steve Read, Read Racing

Dean Oakey, American Auto Parts

Ben Gatt, Super Flow Heads Les Winter, Winter's Smash

/ZiJ(o)0(o)[7S^J)®0^}

24 October 199/

Ridgeway lands new Olds Pro car

Critchley outguns Bray at Adelaide

Adelaide International while Elcote recorded a Raceway opened its 7.597/179.39. 1997/98 Castrol Summer Although Victor couldn’t Drag Racing Series on win the Shootout, he wasn’t October 11 with the run going to be outdone by his ning of the Quit Top team-mate, winding up the Doorslammer Shoot-out, big Castrol Chevy and letting which saw Troy Critchley loose with a massive threedown his Castrol team quarter track burnout and, mate and mentor, Victor in terrible, blustery condi Bray. tions, carded a tough An all-Castrol Ford versus 6.606/214.18. Chev opening round saw Opponent Will wouldn’t be Bray and Critchley bring the too disappointed at not win crowd to its feet. ning a round, as he recorded Critchley had a slight start some great times during the line advantage with a .544 night, topping it off with his best numbers in the final light to Bray’s .548, Critchley extending Ifis led by the 1300 round, a 7.397/184.46 from foot mark and recording a the Techtaloy T-Bird. 6.915/209.10 to down Victor’s The Just Commodores 6.955/203.71. Sponsored Competition The other pairing saw Eliminator saw the only nonShane Elcote take on local South Australian, Wayne hero Colin WiU. Cartledge, qualify at the top Elcote crashed the ofthe field. “Thunder Road” Falcon here Cartledge was also the last December, but returned only one to record a sub with a vengeance, driving his index time during qualifying, beautiful black ’41 Willys to Cartledge driving .039 under victory, recording a fine the C/Dragster index with an 7.130/189.75 to Wills’ 8.341. 7.717/174.55. Fellow C/Dragster runner Will lined up alongside Jeff During was second Critchley in the second place, while John Handley drove into third with a round of racing, both drivers losing traction and on and off BB/Dragster 6.612. the pedal in the second half In the final, Cartledge was of the track. first out with a .425 light, Critchley crossed first, while During wasn’t far behind with a .450 reaction. making it two fi’om two, with a 7.660/195.39 to Will’s During had the “Twister” 7.949/177.51. wound up and had the power Bray and Elcote then lost to drive around Cartledge to the win, his no votes with the spectators record with a couple of huge 8.277/157.37 (8.34 index) burnouts. defeating an 8.375/159.94 Bray seemed to be the only (8.38 index)from Cartledge. Victorian Grant Williams one with a handle on the drove his Rotary RX-7 0.108 tricky conditions, asserting under the RR/Gas index to his authority with a 6.840/202.33 card, while top qualify in the Caltex a Bohvar Gardens Super Stock. Elcote recorded 7.333/149.05. Rob Quattrocchi was right on his bumper, drmng .101 Critchley made it a clean sweep of the Quit Shootout under the Pro Stock index of in his final paring with 8.12 to qualify in second, while Simon Butterworth’s Elcote, Critchley driving the new VL Commodore A/Streeter Castrol Cusso across the line with a 6.849/208.47 card. recorded a 10.269 which was

good enough for third place. Another SA v Victoria final had the crowd in full voice, Williams out of the blocks first with a .517 light, while Quattrocchi was right there with a .520 reaction time. Quattrocchi, flying the flag for SA, brought on the win light with a 7.946/169.90 to Williams 9.394/125.87. Recently back from the US, Mark Gedye rode into the strong wind and recorded an amazing 7.031/185.60 aboard his nitro Harley, becoming the quickest Harley rider to date in the coimtry and claiming the top spot in the Farmers Union Ice Coffee Competition Bike Eliminator. Jason Lee was another rider doing it the hard way in the wind, Lee riding to a superb 7.779, some .151 sec onds under the Pro Bike Index. Lee continued his fine form in the final round, a 7.716/167.03 seeing him ride the Castrol Bike to victory, while trouble set in early for Gedye and he wasn’t in the race - but look out for Gedye; he’ll be back. The venue’s inaugural Supercharged Outlaws bracket saw Patricia McHendrie win the round robin affair in the “Hot and Spicy” AA/Modified Dragster, while Peter Merrigan took out Modified Eliminator, Michael Radivojevic topped Arthur Bradbrook for the Modified Bike honours and Larry Basile redlighted to give Michael Jennings the win in the SA Race Street_ and Strip Transmissions Super Sedan Eliminator. Mick Yfantidis took the easiest of wins in Complete Audio Super Street as Rease McKinnon also redlighted and Raymond Gould held out Andrew Croxford to win the Coca-Cola Junior Dragster bracket.-STEVEN WHITE

RIDGEWAY’S NEW RIDE... Stunning Don Ness-built 1997 Olds Cutlass Supreme (above) represents the cut ting edge of Pro Stock tech nology. Super-expensive titanium abounds, along with ultra-lightweight carbon fibre and magnesium pann els, which translates into serious performance levels. The Olds sports carbon fibre brakes and features removable four-link brack ets to facilitate fine tuning of the suspension package. (Gerald McDornan pic)

Peter Ridgeway, the 1995 Winfield Pro Series Australian Pro Stock Champion, has landed what many consider to be one of the most beautiful race cars ever seen in this county and one which Ridgeway hopes will carry him to his second title. The car, a brand-new ’97 Oldsmobile Cutlass Supreme, built by Don Ness in the United States, is the latest, state of the art car out of the famed chassis builder’s work shops and a sister car to the many he has built for the sport’s leading racers, includ ing Warren Johnson and Steve Schmidt. Ridgeway told Motorsport News that the car is a once in a life-time project that took two years to come to fruition, following the initial order being placed. “Even though it has been a long time coming, I couldn’t be happier with the way Don has built this car .J it’s just magnificent,” a smiling Ridgeway said. Ness has included the very latest in Pro Stock technology in the car, including electrics over air adjustable suspen sion, titanium wheelie bars, carbon fibre brakes, titanium four-link bars and remove able’four-link brackets, also made from the extremely lightweight titanium.

The latest aerodynamically advanced Olds body is used, while the removeable panels are carbon-fibre and the engine bay panelling is magnesium. Mechanically, Ridgeway has also gone for the very latest and most technically advanced designs, with three 15 degree TRE Chevy small block engines to choose from, along with a new generation Jerico five speed transmis sion, a unit which Ridgeway believes will be a major advantage due to the ability to change individual gear ratios, unlike the Liberty trans which is most common ly used in the class. “I can’t wait to get the car on the track, as I believe it will be able to run consis tently with Joe Polito and Rob Tucker, who are current ly leading the class,” Ridgeway said. “And, if the advancements that have been made with the chassis and engines develop into what everyone believes they’ll be, then, hopefully, we’ll be able to claim our share of victories.” Ridgeway, the first Pro Stock racer to record a seven second elapsed time, is believed to be debuting the car at the November 15 Calder Park event, although he might make this coming weekend’s event. - GERALD McDORNAN

SOUTHSIDE1

[ENGINE CENTRE] HIGH QUALITY MACHINING FOR STANDARD AND RACE ENGINES SPECiALISED MACHINING EOR * RESTORING 1950'S & LATER ENGINES TO STANDARD * SPEEDWAY * DRAG RACING * SKI BOATS * STREET MACHINES ^ * CIRCLE TRACK n * HISTORICS John Zappia relies on Southside Engine Centre to keep his Zap's Rat III nmningfast & reliably

SPECIALISTS IN CYLINDER HEAD SERVICE BORING AND SUNNEN HONING CON ROD RESIZING CRANKSHAET REGRINDING LINE HONING PIN BORING ENGINE BALANCING SUREACE GRINDING ALLOY WELDING MAGNAFLUXING/CRACK TESTING ALL TYPE OF PRECISION MACHINING

Ph:(08)9317 1233 Fax:(08)9317 1922

Unit 3/7 Blaikie St Myaree WA 6154

24 October W7

Report by DAVID OSTASZEWSKI Cory McClenathan became the first driver to surpass the 320 mph harrier, when he pushed the McDonald’s Top Fueller to a first round 321.77 mph pass, which was backed up for a new NHRA speed mark when he went 319.03 mph in round two. McClenathan defeated Joe Amato in the final round and now moves to within five rounds of points leader Gary Scelzi, with just eight rounds of racing remaining. A1 Hofmann scored his second Funny Car win of the season, fol lowing his horrendous crash at Gainesville. Hofmann qualified number two at 4.932 seconds and defeated 1997 points champion John Force in the final round. Force clinched the title when Tim Wilkerson outdrove and outper formed the Winston Mustang of Whit Bazemore. Jim Yates clinched his second Winston title when he defeated Warren Johnson in the final round ofPro Stock. TOP FUEL The qualifying in Top Fuel was outstanding in Dallas, with McClenathan leading the way at 4.56/317. Joe Amato grabbed the second spot at 4.60/315, while Gary Scelzi took third with a 4.62/309 and Scott Kalitta, who announced that he will sit out the ’98 season due to busi ness and spend more time with his family, grabbed the fourth spot with a 4.63/315. To make the top eight, you had to run better than the 4.68 of Bruce Sarver and the bump was held down by Spike Gorr at 4.87. For the first time in NHRA histo ry, five women attempted to make the program, but Cristen Powell was the only one to make the field, carding a 4.67 for sixth. Shirley Muldowney, making a return to NHRA competition, ran a best of 4.88/287, not bad for all the changes that had to be made to the car to conform to NHRA specs. Shelly Anderson, Rhonda Hartman and Vicki Fanning also failed to make the show. Under sunny skies and with tem peratures in the low 80s, the first round began with Larry Dixon Jr taking a 4.70/316 win over Sarver, who left first, only to lose traction. Bob Vandergriff left on Kenny Bernstein, who predicted 320 by the end of the weekend and took an engine-eating win at 4.97/250 when the “Bud King” went up in smoke. Powell advanced into round two when the Mopar Parts dragster of Mike Dunn was shut off. Scelzi pedalled at 100 feet and still recorded a 4.70/308 against Doug Herbert, while Joe Amato left on Doug Foxworth, started to smoke the tyres, pedalled it and recovered to post a 4.78/313 win. McClenathan then made the his toric run, when he recorded a fine 4.570 at a whopping 321.77 mph while opponent Gorr could only watch.

REWRITING THE RECORD BOOK... Cory McClenathan’s blast into the 320-plus zone stunned the Dallas fans.(David Ostaszewskipic)

321.77 mph record blitz by Cory Mac Kalitta, who runs good speed everywhere, used a 4.61/319 to defeat Pat Dakin. The roimd closed with Eddie Hill advancing with a 4.72/311 win over Jim Head. Round two kicked off with the second 320 mph pass of the event, as Amato wheeled his new Action Collectables dragster to a 4.624/320.17 win over Vandergriffs fireballing 5.07/213. Scelzi moved into the semis with a 4.71/313 win over the tyre-smok ing and pedalling attempt of Powell, while Kalitta scored a 4.68/311 win over the hole-dropping 4.91/300 of HiU. McClenathan reset the NHRA mph mark and again set low e.t. of the round with a 4.596/319.03 win over Dixon Jr, who lost traction instantly. The semi final round began with one of the best drag races of the day, Amato taking a .458 to .463 advantage over Scelzi on the tree and holding on to take a .002 sec ond win, 4.64/312 to 4.64/314. McClenathan then left first on Kalitta to take a close 4.61/313 to 4.66/316 victory, the win putting McClenathan into the final round for the seventh time in the last nine events. In the final round, Amato left on McClenathan by a ton, only to lose traction before he moved 20ft. McClenathan dropped a cylinder off the line, never picking it up, but took the win at 4.80/302, making

that six wins in the last nine events.

FUNNY CAR Funny car qualifying was great ,with seven cars dipping into the fours and 10 going over 300. Ron Capps led the way in the Copenhagen Camaro at 4.92/312, while Hofmann, who looks better with each outing, grabbed the sec ond spot at 4.932/295.76. Tony Pedregon used a 4.94/310 to put one of the Castrol monsters in the third spot, while Chuck Etchells put his Kendall GT-1 Dodge into fourth at 4.97/308. Force picked up fifth at 4.97/310, while Bazemore’s 4.98/308 and Dean Skuza’s 4.99/310 were the last of the four-second performers. Gary Densham rounded out the top eight at 5.02/304, Wyatt Radke putting his Cutlass on the bubble at 5.20/267. Failing to make the show were Cruz Pedregon, who had a best of 5.31 and Kenji Okazaki, who hit the wall hard in the first round of quali fying and was reportedly fired from the seat of the Mooneyes Dodge Avenger by owner Jim Dunn! Tony Pedregon opened the second round with a 4.97/299 win over Wilkerson, who trailed at 5.07/299. Hofmann continued on his way, taking a 4.96/306 win over Oswald, who popped the burst panel at 300 feet, while Force deep-staged and took out Etchells, 5.00/313 to 5.04/306.

Rivera, who had knocked off Steve Capps then advanced into the semis with a 5.03/295 win over Schmidt in round one, but was Densham. taken out by the Summit Pontiac of The semis started with Hofmann Mark Pawuk, 7.02/196 to 7.08/194. Troy Coughlin then took advanleaving dead-even with Pedregon, driving right by him when - tage of a Mamell red light start to Pedregon’s Mustang began to lose advance, while Warren Johnson, who had the Rick Jones-chassised traction, to take a 5.00/300 to Pontiac in Dallas, was cutting near 5.09/286 victory. perfect lights throughout the event Force then put his Mustang into and took a holeshot win over son the final roimd, establishing a new speed record for the third event in a Kurt, 7.00/198 to 6.99/198. The round came to an end when row when his 4.93/314.46 covered Yates clinched the 1997 Winston the 5.516/210 Capps. In the final round, Force left first, title and put his Pontiac into the but it was way too soon as his .165 semis with a 7.00/197 to 7.06/195 win over Jeg Coughlin Jr. reaction time lit the bright red WJ advanced into the finals for bulb, which gave Hofmann his first win since his crash after crossing the first time since St Louis, by tak the Gainesville finish line. ing a 6.99/197 win over Troy Hofmann recorded a final round Coughlin’s 7.01/197. Yates then went into his ninth 5.08/251 to take the win - now, if only the guy could get some backing final round in the last 10 events for 1998. It would be a shame for when his 6.97/197 took out the this team to be sidelined due to a 7.03/197 of Pawuk. The final round was highlighted lack of support. by one of the longest final round burn-downs of the season. PRO STOCK Kurt Johnson led the field at With neither car wanting to 6.93/198 followed by Yates at move in, the engines sat at a high 6.94/197. Steve Schmidt held onto idle for half a minute, before Yates third at 6.97/197, while fourth went finally went in and Johnson slowly followed. to Larry Morgan at 6.97/196. At the green, Yates was gone The top eight were rounded out by Troy Coughlin (6.97), Mike ironically, Johnson, after winning Thomas (6.97), Jeg Coughlin Jr rounds on holeshots, cut a .677 (6.97) and Warren Johnson (6.98). light - Yates winning the event and The bump was held by Vieri Winston title, 7.02/197 to 7.04/194 from WJ. Gaines at 7.005. The victory is Yates’ ninth win of Roimd two of the factory hot rods began with upset-minded Gordie the year.

1997 NHRA WINSTON DRAG RACING SERIES - POINTS AFTER RD. 20, DALLAS, TX.

1997 Top Fuel Championship 1622 I. Gary Scelzi, Team Winston 2. Cory McClenathan, McDonald's 1529 3. Joe Amato. Keystone Warehouse ..1448 4. Scott Kalitta, American Int. Airways .121 1 5. Kenny Bernstein, Budweiser King ... 1 155 6. Bob Vandergriff, Jerzees Activewear .998 7. Mike Dunn, Mopar Performance 976 8. Larry Dixon, Miller Lite/Snake Racing ..940 846 9. Jim Head, Close Call Racing .. .826 10. Shelly Anderson, Parts America

1997 Funny Car Championship I. John Force, Castrol Racing ...1697* 2. Whit Bazemore, Team Winston ....1299 1224 3. Chuck Etchells, Kendall/Mopar 4. Tony Pedregon, Castrol Racing ....1 196 5. Ron Capps, Copenhagen/Snake ....1065 6. Randy Anderson, Parts America 1064 7. Cruz Pedregon. McDonald's/Coke ..1058 8. Kenji Okazaki, Mooneyes/Proipng ...907 9. Dean Skuza, Mateo Tools/Mopar ....893 .839 10. Gary Densham, NEC Racing

1997 Pro Stock Championship 1870* I. Jim Yates, McDonald’s 2. Warren Johnson, Goodwrench ....1499 1429 3. Kurt Johnson, ACDelco 4. Bruce Allen, Slick SO/Reher-Morrison 1068 5. Steve Schmidt, Schmidt Automotive ..996 .875 6. George Marnell, Marnell/Black .788 7. Tom Martino, MaMa Rosa Pizza 8. Scott Geoffrion, Mopar Performance .755 .751 9. Mike Edwards, Winnabago .718 10. Larry Morgan, Raybestos Racing

24 October 199/

Labonte 1-2 at crash-marred Talledaga Terry Labonte took Ms first vic tory since October last year at Charlotte with a win in the DieHard 5§0 at the Talladega Snperspeedway on October 12 and became the first Chevy pilot other than team-mate Jeff Gordon to win a race this year. Labonte, whose crew chief Gary DeHart quit two weeks previously, was partly responsible for the win. “I feel bad that the changes we made to the car were things that Gary had in line to do,” said Terry. “However, our main goal is to get this team back on track to be a con tender for the title next year.” Labonte dominated the later stages of the race, leading the most laps, 70, in what was one of the most competitive races of the sea son - 35 drivers were in the lead pack for most of the race, with 32 lead changes amongst 16 drivers. The race featured four cautions, the third on lap 140 a wild affair involving 19-pIus cars with, luckily, no injuries. The huge wreck was triggered by then-leader Jeff Gordon, who said he blew a left, xeax tyre (but looked to have hit the wall), sideswiped John Andretti and then spun in front of oncoming traffic on the back stretch - Dale Earnhardt, Sterling Marlin, who had led for the first time in 15 events and points contenders Mark Martin and Dale Jarrett were caught in the carnage. The latter two were able to repair their cars faster than Gordon and moved marginally closer to ‘The Kid’ in the points standings Martin now trails Gordon by 110 points and leads Jarrett by 155. Gordon crossed the finish line 35th after starting eighth, while Earnhardt came home 29th, fol lowed by Martin in 30th, while

Jarrett, the best of the points run ning wounded,finished in 21st,just one lap off the pace. Gordon side-slapped Andretti, hit Marlin’s Chevy in the rear and knocked him into the wall, then nailed Earnhardt’s car and the frenzy began. Jimmy Spencer’s Camel Ford had two humps, as Jeremy Mayfield sat planted on his bonnet, while Marhn had Greg Sack’s Coors Chevy sit ting in a similar position - Dale Jarrett, who hit Gordon, got away with minimal damage. “You know it’s gonna happen, all you can do is race as hard as you can and hope you’re not in it when it happens,” Jarett said. Earnhardt however had stronger words, though: “NASCAR ought to do something about this restrictor plate racing. They just throw us in on top of each other, it’s a pretty bad deal.” Terry was aided in his win by younger brother Bobby in the clos ing tours, Terry waiting until lap 187 of 188 and drafting under sec ond-placed Andretti and leader Ken Schrader. With Bobby in tow, the pair formed a two-car draft down the backstretch and, as Andretti put it, “I thought, ‘man it’s going to be hard to hold the two Labonte broth ers back’ and we didn’t.” Schrader looked set to finally end a 198 race non-win drought, but sadly for the Missouri native his horsepower was no match for the two-car Labonte drag. Labonte had a strong horse and first took the lead from polesitter Ernie Irvan on lap eight, Irvan in the Davey Allison replica paint scheme. Jeff Burton and Rusty Wallace both suffered mechanical setbacks during the 500 miler. Burton with a

broken shock and Rusty with igni tion trouble - Wallace finished tenth and Burton 15th. It looked like old times early in the race, when Rusty was at full song and battling Earnhardt for the lead, though Earnhardt led at the halfway point to collect the $10,000 bonus. For Rusty, the huge wreck was good news, as he was running back in the pack and avoided the car nage - as his nearest points rivals were all involved, he moved into the top ten in points. It remains to be seen whether NASCAR wiU continue to run cars like freight trains around Daytona and Talladega, or let them loose at 225 mph without the restrictor plates and risk having low-flying cars in the grandstands. To give you an idea of how the draft plays its part at the “Plate Tracks,” the last three Talladega events have amazingly ended with the same margin of victory, a close 0.146 seconds. Gordon got lucky again and the 190 mph-plus wreck really didn’t effect his points lead that much but, had the Hendrick crew not got ten his car back on track to gain valuable points, they might not be in contention to clinch their second title in three races’ time. Final result: 1 T Labonte (Chevy), 2 B Labonte (Pontiac), 3 Andretti (Ford), 4 Schrader (Chevy), 5 Irvan (Ford), 6 Craven (Chevy), 7 Petty (Pontiac), 8 G Bodine (Ford), 9 Mast (Ford), 10 R Wallace (Ford). Points standings: 1 Gordon 4321, 2 Martin 4211, 3 Jarrett 4056, 4 J Burton 4041, 5 T Labonte 3796, 6 Earnhardt 3'794, 7 B Labonte 3687, 8 Elliott 3536, 9 Musgrave 3322, 10 R Wallace 3242. - MARTIN D CLARK

Florida at the end of last year. Ryder Truck Driver Recruiting is the new sponsor, the team looking for backing for the second car of Dennis Setzer.

I MUi By Martin D Clar Andy Graves,Ricky crew chief for Hendrick’s Craven, looks set to move back to Terry Labonte’s Hendrick team in 1998. Graves took the position of Craven’s chief at the start of the season, after being assistant chief under Gary DeHart with Labonte. DeHart resigned from that position prior to Charlotte and Graves is the likely candidate. Labonte has suffered this sea son, posting only seven top fives, with no wins or poles. Kranefuss has welcomedHaas talksRacing with other teams regarding a merger to form a two-car alliance. Apparently, talks have taken place with Penske South, but it is not known at this stage what is iikely to materialise. KH Racing is already leasing powerplants from Penske for the four restrictor plate races and Larry Wallace’s Power Tech engines for other events, after switching from Promotor. Spring is planned for aconstruction new speedway in Kansas City. $196.9 million is to pumped into the new track, most coming from Bill France’s Speedway Motorsports. Seating will start at 75,000 and the facility is expected to run both indy and NASCAR events.

Achange for the 1998 Cup schedule hasWinston been announced, with the Rockingham and Phoenix events near sea son’s end to be switched - the Phoenix event will be on November 25 and the Rockingham race on November 1. The change was made due to a clashing Fontana CART event on November 1.

evin Schwantz will take over as the NASCAR Busch Grand National driver for Ridling Motorsports, effective following the Charlotte event. Schwantz, who became part owner of the team alongside David Ridling earlier this season, will replace Vermont’s Kevin Lepage, who posted a lone victo ry with the team at Homestead in

Australian Neil at Cunningham was racing Charlotte recently. Neil, who now lives in England, competed with Kevin Schwantz in the ARCA Supercar race and, like Schwantz, was able to steer around the wrecks to come home without any panel damage. Cunningham’s day was ruined by ignition problems that were linked to the rev limiter - he spent several frustrating laps on pit road after a long haul from England for his second Charlotte ARCA race.

Bill Elliott has with signed a multi year contract McDonald’s - his sponsor since 1995 - and driver Gary Bradberry has signed a one year agreement with Triad Motorsports and sponsor Hanes. Bradberry’s crew chief Bob Johnson, who joined the opera tion in June, has been released and Bill Hayes will oversee those duties.

Advantage has signed as aCamouflage sponsor on Lake Speed’s Melling Ford for the remaining events of the year Speed wiil, of course, be backed by the Cartoon Network in 1998.

ard Burton, Jeff Green, Hut Stricklin, Gary Bradberry and Ed Barrier were the five unlucky drivers who failed to make the grid for Talladega - Ted Musgrave, Jeremy Mayfield, Ricky Rudd and Kyle Petty took the four available provisional slots.

he Winston Million will take a year off in 1998 - it has been replaced the “Winston No Bull 5,” giving more drivers the opportuni ty to earn big bucks in NASCAR’s 50th year of operation. The bonus started at Talladega and, if any driver who finished in the top five at Talladega goes on to win the Daytona 500 in February, that driver will win a million dollars. The scheme of finish in the top five and win the next selected race rolls over to the Coca-600 at Charlotte, the Brickyard 400, the Southern 500 and the Winston 500 at Talladega next October. The five drivers that stand a chance of the big money come February 15 are Terry Labonte, Bobby Labonte, John Andretti, Ken Schrader and Ernie Irvan.

a Jim Richards NASCAR Champion No Fear t-shirt & an adult and child ticket to the 1st round of the 1997/98 ACDelco Cup Season The first 70 people to correctly answer how much fear will Jim have when he hits the track for Round 1 of the new season tvill get a Jim Richards NASCAR Champion No Fear t-shirt - compliments of No Fear — along with one complimentary adult and a childrens ticket to the first round at the Goodyear Thunderdome on I ui

M0I0ISPDR1

November 1st - compliments of Calder Park Raceway. T-shirt sizes are either L or XL. Write your answer on the back of an envelope (along with preferred t-shirt size) and mail it to Motorsport News No Fear/Calder Park Giveway PO Box 1010 North Caulfield 3161. Entries close October 29th.

24 October W/

Super Sedan summer Since its inception just over two years ago, the Queensland Super Sedan Association has been working hard to raise the profile of the division in the Sunshine State through a more professional, co-ordinated approach to racing. The most visible achievement of the QSSA has been the develop ment, promotion and management of the highly successful Super Series. The series comprises a number of Queensland meetings, with drivers accumulating points towards an overall series championship - in previous seasons, the series has even travelled as far as Lismore in northern New South Wales. Such has been the success of the series that last season featured a

increased number of interstate competitors at selected rounds, par ticularly from the Lismore and Newcastle regions. At one event in particular, Newcastle’s Robert Carrig drove through the night in pouring rain to make it to Archerfield and take his place in the field. Several other interstate competi tors took part in events at Rockhampton, Yandina and Bundaberg, as well. In fact, the overall series champi onship was taken out by Murwillimbah-based veteran John Leslight, in his potent American Truck Spares Pontiac. Leslight was a model of consis tency throughout the season and racked up feature race wins with monotonous regularity.

Second home in the pointscore chase was Gold Coast Falcon pilot Jamie McHugh, who took out Rookie of the Year honours the pre vious season - McHugh’s 1996/97 season included his maiden feature race victory, as well as a string of podium finishes. Third place last year went to crowd favourite Shane Paulger aboard his Cruise Milk Pontiac. The main drive behind the cre ation of the QSSA and the Super Series has been the need to raise prizemoney levels for competitors, while guaranteeing that race pro moters are receiving value for money. Therefore, Super Series organis ers have developed a prizemoney stmctiu-e that is linked to the num ber of cars that appear at each

meeting, which has resulted in increased fields at most venues. The creation of this centralised sanctioning body has also made it much simpler for promoters wanti ng to program the division by elimi nating the need for communication and negotiation with numerous race clubs, or individual competi tors, which has subsequently resulted in a vast reduction in the number of scheduling crashes between circuits.

The QSSA has also been quick to recognise the need for a more professional presentation and an improved entertainment spectacle at each meeting and has introduced initiatives such as pre-race driver introductions, give-aways, a series pace car complete with fireworks and the acquisition of an electronic

Thriving VIC Mod Prods

The Victorian A Modified Production Sedan Association is looking forward to another big season of Modified racing with the third running of the A Modified Pointscore Series. Skybeam Motorsport has once again taken up the offer of sponsor ing this series, which will be know as the Skybeam Motorsport Pointscore Series. The series kicks off on December 6 at South Australia’s Bordertown Speedway and concludes on May 2 at Swan Hill with the running of the Swan Hill Masters. Negotiations are cm-rently taking place with NSW clubs that are interested in participating. In between, there will be five other rounds, with a break from mid-January to April for the run ning of the National Championship at Carrick in Tasmania, the Tasmanian Title, the Victorian Championship, the NSW Title at Wagga on March 21 and an invita tional event at Warmambool.

In anticipation of a big season, many of the Victorian drivers are busy building new cars, or refur bishing their trusty steeds for another hectic season. A decision at the last ASCF con ference which allowed any new EFI model cars to replace the fuel injec tion with a carburettor until June 30 1999 will allow many newer-bod ied cars to run with a methanol carby in place - those that run injection units were previously restricted to regular unleaded fuel, but Premium Unleaded has now been accepted. Despite the change of heart, many new EFI cars will be seen on the track this season. Gavin Catley from the Western District of Victoria has purchased Paul Egan’s Family Car Centre Aus#2 Cortina, which allowed the Canberra resident to upgrade to an EA Falcon. Neil Watson will push his trusty VL into service again, until the completion of a new VR expected

opens a victoiy

: Paul Stuibber has struck the , first blow of the season with a win in the 360 Sprintcar Stampede at WA’S Ellenbrook I Speedway on October 5. Not only (hd Stubber claim the : 20 lap feature race, but Mso first : points in the Sprintcar Association of Western Australia’s driver, chassis and engine builder titles. The titles were recently announced by SAWA president n Geoff Kendrick, who, along with ^ the rest of the association, beleves i it win add interest to the sport in ! WA. Stubber started from position two, alongside Sprintcar newcom^ er Brad Blake, after the two i claimed two heat wins each earlier ; in the day. Blake, who has made the s-witch from Super Sedans to Sprintcars, took honours in heats one and seven, with Stubber crossing the

line first in races three and five. Other heat wins went to Shane Marden, defending Stampede champion Shane Murphy, Steve Gould and John Green Junior.

In the feature, Murphy and Marden took up row two, but Stubber, fresh from mixing it with Open Sprintcars in the Northern Territory, got the jump on Blake at the start, The field regrouped after Murphy, Blake and Gould had a moment, but yet again Stubber held off the pack until Green edged his way in front. As the lap counter woimd down, so too did Green’s chance of victory and he pulled infield, allowing Stubber to resume the lead and eventually take out the race. The win gives Schnee the lead in the chassis stakes, with the Sean Enterprises car giving maxi mum points to “Moose Motors.”

late in the season - hopefully, Watson won’t suffer the early-season engine dramas of last season. Mildura’s Peter McCarthy, in association with engine wiz Ron Solomon, is taking a different tack with his pristine Mildura Crash Supplies Commodore, electing to run fuel injection on his straight six Holden powerplant. Planned retirement by Paul Salau following the sale of his Eagle Exhaust Commodore may not happen, with Salau now looking for a replacement car. John Benson, the Association President, sold his MBC Automotive-backed car to another competitor and is now under pres sure to complete the building of his VN Commodore. Bendigo’s Kerryn Brewer has pmchased an EB Falcon and Craig Garlick has switched from his S G Engineering Commodore to a Ford. Defending series champion Trevor Mills has been busy prepar ing his Dunkley Panels VR for another full-on assault. Class veteran and standout per former Max Carlin will be sharing the seat time in thp Western District Motor Traders Cortina with his son, Mark - depending on the. level of Mark’s success, we could see Max spending less time behind the wheel after a lengthy and hugely successful career. Twelve members from the Victorian association will be com peting in the Aussie Title in

Tasmania and ten of them will stay over to compete in the Tassie Title a week later.

Skybeam Motorsport Pointscore Series race dates Round 1 December 6 Bordertown(SA) Round 2 December 13 Hamilton Round 3 January 10 Warrnambool . Premier Stakes Round 4 April 4 Horsham Blue Ribbon Dash Round 5 April 18 Wangaratta Wangaratta Classic Round 6 April 25 Mildura Mildura Cup Round 7 May 2 Swan Hill Swan Hill Masters Other important race dates Australian Championship Carrick(TAS) January 29-30 Tasmanian Championship Latrobe(TAS) February 6-7 Victorian Championship March 14 Simpson(VIC) South Australian Championship March 14 Whyalla(SA) New South Wales Championship March 21 Wagga(NSW) Warrnambool Invitational March 28 Premier(VIC) -BRETT SWANSON

timing device to ensure accurate readings during the all-important time trials at each meeting. The 1997/98 Super Series trail will comprise 25 shows between Rockhampton and Brisbane, with several big dollar events included in the schedule. The series kicked off on October 11 at Brisbane’s Archerfield circuit, with another show next weekend at Yandina on the Sunshine Coast. November will be a particularly busy month, with five consecutive weekends of racing commencing at Archerfield on the November 1. The troupe heads to Gympie the following weekend and returns to Archerfield again on the 15. The first long haul to Rockhampton takes place on the 22nd, with Bundaberg’s Carina Speedway the host venue on the 29th. A three week break will allow drivers and cars to freshen up and prepare for two consecutive nights of competition on December 26 and 27 at Archerfield and Toowoomba, respectively. The richest show of the season will be at Rockhampton on January 2-3, with a huge field expected to contest the 100 lap feature race in search of a large portion of the $40,000 prizemoney up for grabs. Archerfield takes two rounds in succession on January 10 and 17, with Maryborough joining the series for the first time on January 24 - a second visit to Bundaberg on October 31 rounds out a hectic start to the new year. Toowoomba will be the sixth meeting in a row on February 7, before another northern trek to Rockhampton on February 21. March sees another hectic sti’etch of competition, with meetings at Bundaberg (7th), Gympie (14th), Yandina(21st)and ArcheitSeld (28th). The tin top tyros will be chasing another $35,000 in prizemoney dur ing April, vrith a pair of two night shows - the Easter Grand Prix will again be conducted at Rockhampton over Easter on April 11-12,followed by a double header at Archerfield on the 17th and 18th. A much-needed break is scheduled before another visit to Yandina on May 9 and Archerfield on May 23. The series Grand Final has been allocated to Archerfield this year, after being held at Yandina exclu sively since the series inception two years ago. This year’s finale will be held on June 6, bringing an end to what looks set to be an outstanding sum mer of Super Sedan excitement. - CHRIS METCALF

New W points scheme i

Competitors in the 1997/98 Sprintcar season in Western Australia will no longer only be vying for individual points every time they head out onto the track this summer. In a new initiative announced by the Sprintcar Association of WA, drivers will also be able to earn points for the engine builder and chassis builder titles. The move is one of many plans hatched by the new-look SAWA association that is aiming to increase the profile of the sport and make it more interesting for com-

petitors and fans alike - SA.WA president Geoff Hendrick believed the association had to align itself with other high-profile sporting organisations in the bid to become more professional. “To be professional, we’ve got to act professional,” Kendrick said of the scheme that is modelled on Formula One and Indy car competi tion. Thirty points will go towards both tallies every time a driver wins a feature race on the West Coast. This applies to Open Sprintcars,

as well as the increasingly popular 360 division. And speaking of 360 Sprintcars, the 1997/98 State 360 title will once again be contested at Bunbury City and Regional Raceway. The date has been set for Saturday, January 17, one week after the USA v WA Sprintcar Speedweek at Bunbury and Claremont. Bunbury hosted the title last sea son that went to Mike Figliomeni from the hard-charging John Green Junior. - DARREN O’DEA

SPEEDWAY

Cruse Missile hits Cascade A stronger than anticipated crowd witnessed the first event of the season on Saturday night at Tasmania’s Cascade Apple Isle Raceway, where Mick Cruse took out the final of the Ability Windscreens GP Midget Stampede. The man they call the Cruse Missile became the first GP Midget driver to break into the 13-second lap range after stopping the clocks with a new 13.78-sec record. Last season, Cruse was virtually unstoppable and his winter devel opment program is already paying dividends, as he held out early front runner Garry Mason to take the win. Des Gallagher set a new lap record in the Tas Sedans, lowering the record that he previously held at 17.35 to a new mark of 16.88 sec onds as he took his first win of the season. The Super Sedans provided plen ty of excitement early in the first heat when Jarrod Harper put his car up on two wheels in the pit turn area of the track. Hobart driver Mick Bagorski won the Stars Dash, only to roll spectac¬

ularly in the final in the black Camaro in turn 1, putting a prema ture end to his evening. Coastal driver Kemble Aylett made light work of the evening, winning both heats and the final from Robby Bird and Hai-per. n A strong turnout of competi tors to the annual pre-season practice day saw many of them eager to try out the improve ments to the Carrick speedway complex in Tasmania. The track has been widened and the angle of banking has been increased markedly, making for faster lap times and giving more passing opportunities to competi tors. With the Australian Modified Sedan Championship happening in early 1998, the revised layout is guaranteed to make for extra excitement. Additional upgrades are concrete kerbing on the inside of the track, a new barbecue area which has been established adjacent to the pits and the infield has been planted with lawn seed in a bid to solve the dust -ALLAN ROARK problem.

WALSH’S OPEN SPRINTER...Victorian Sprintcar driver Darren Walsh wiU compete in the Open Sprintcar division on the East Coast this season in the ex-Darryl Nash 1990 John Sidney Racing-built RACETEC #97V machine. Powering Walsh will be an injected 370 cubic inch Chevrolet V8, which means the 23 year-old from Cobden will be able to participate in the World Series Sprintcars Series, the Sprintcar Racing Association of Victoria Series and as many events in Victoria and South - GEOFF ROUNDS Australia as can be managed.

24 OMef W1

crowd attended the funeral

Aof bigthe legendary former New

Zealand star Trevor Redmond, who died recently, having lived in Somerset in England for many years. Redmond had, for some years, represented New Zealand on the FIM. Former World Champions Barry Briggs and Freddie Williams were among those who addressed the congregation, which was packed with speedway names from the past. With Poole in and finishing thePeterborough bottom two places in the British Elite League, both missed out on the play-off series for the Jack Young Shield. Craig Boyce and Mark Lemon at Poole and the Aussie pair of Jason Crump and Ryan Sullivan at Peterborough have therefore had an early finish to their British season. Bradford won the League ahead of Eastbourne, who fin ished as runners-up ahead of Leigh Adams’ Swindon. Each of the play-off meetings is staged over two legs (home and away) on a straight knock-out basis, although the teams are seeded according to League placing. For example, Bradford faced Coventry which came eighth, Eastbourne raced seventh-placed Wolverhampton, Swindon against Kings Lynn and Ipswich against Belle Vue completed the line-up in the quarter-finals. AtTrack theirCommission Autumn Congress, the is expected to ratify one slight change - there will be two semi-finals featuring the top eight men in each meeting and then a final, rather than the A, B, C and D finals now raced. For 1999, it is possible there may be a 24 rider format involving a succession of knockout heats and seeded riders at each meetmg. The organisers are considering extending to nine rounds to take in Australia, South Africa and California, if they can get the sponsorship needed, an Australian round would probably be scheduled for February in each year. Vienna willFIM consider a mas October’s meeting in sive penalty against the Polish Speedway authorities for their fail ure to have proper equipment available to prepare the track for the Grand Prix round in Wroclaw on August 30.

CRAIG BOYCE AND MARK LORAM, 2nd Test at Swindon.(Mike Patrick) Marmande in France in the fourth round. German Tommy Dunker leads the series ahead of the English pair of Glenn Cunningham and Steve Scofield, with Czech rider Zdenek Schneiderwind lying fourth. With one meeting to go, By Tony Millard^' Johnston trails Dunker by 18 Nordask Film, who pay around points. They have yet to race at $500,000 for the rights to cover six GPs each year, is threatening Marianeke Lazne in the Czech to pull out of its deal unless some Republic, where the circuit is a massive 100 metres of dirt rather thing is done. The Polish GP was a disaster than grass. Johnston is the only rider from for live television, as little hap pened for the first three hours of outside Europe competing in the the programme while the riders championships. threatened not to race because of the track conditions. the first time,British the top Elite eight clubs in the Sweden and Germany have For already said they will not take live League will enjoy a play-off series coverage because of the threat of for the ‘Championship,’ with disruption to their schedules. Bradford already having made It is believed the FIM is expect sure of the League title. ing the PZM (Polish federation) to Top club will play eighth over pay around $30,000 in compensa two legs, with second playing sev tion. enth and so on. Ironically, four of the best Australian riders in Britain may England against in a miss out because their clubs one-off raced Test Match asUSA a tribute to former American Team Poole and Peterborough - are Manager John Scott, who died currently in the last two places earlier this year. and, if they stay there, they would The two nations met at Poole not make the knock-out stages of on October 15, when the Poole the series. Stadium opened its new stand Craig Boyce and Mark Lemon both ride for Poole, while Jason with an increased Stadium capaci Crump and Ryan Sullivan are the ty of some 10,000. top two riders for Peterborough. Cup winners Eastbourne, who Perth’s SteveLongtrack/Grasstrack Johnston lies fifth in had a record win against Poole in the World the Cup, are looking a good bet to Championship, having finished sec ond to Englishman Paul Flurry at win the Championship series.

John Sidney Racing

^ Race winning machining services. ^

With over 25 years experience in performance Fully computerised Engine Dyno facility & complete race engine engines, John Sidney Racing is renowned for their machining service including: experience and knowledge in NASCAR/AUSCAR, "edi n skrck r<l"a'i"9 Une honing, block Sprintcar, Speedway and Group A engine prepara- (with Strain plates rra"krha« centreline reboring arid power honing , , , '„ ^ and bore-true plates using SUNNEN CK-10 tion and development. You too can use our expert services to gain a competitive edge utilising the same quality and track-proven reliability for your

race engine.

^g^hine) lifter-bore re-sizing and aligning, Sonic cylindertesting Crankshaft - Fully computerised balancing, crack testing, conrod re-sizing. Crack testing - MAGNAFLUX crack testing facility, crack test larger components including; gearboxes, cylinder heads, crankshafts, rods, suspension components. Cylinder head - Full machining, valve seating, decking of valve seat heights,full valve guide service using SUNNEN machinery.

We use the latest electronic/computer controlled machining equipment and, as our machinists are race winning engine builders, you can be sure W they know the importance of getting it right, crack testing. O Moiorsport News

19 Treforest Drive Cbytoa VIC 3168 PH(03)95435064 Fax(03)9543 7274

SPEEDWAY

240clolmm7

Whyalla USA V AUS Test Match Ashes series SA Mod Rod Title to Australia The first Australian Modified Eods Championship ever to be held in South Australia will be conducted at Whyalla Speedway in the state’s Iron Triangle area on January 31,1998. A compulsoi-y competitor meeting is scheduled for Thursday, January 29, with a 6.00pm reception preced ing the 8.00pm briefing. Scrutineering is on January 30 from 10.00am, the first practice kicking off at 8.00pm and conclud ing at 11.00pm. The meeting will also see the nmning of the City of Whyalla Modified Saloon Title, with support from other local classes. For further information, contact Malcolm MacDonald, the Club Secretary, by phone or fax on: 08 86492164.

Queensland’s South Burnett Speedway Club at Kingaroy will be hosting the America vs Australia Super Sedan Test Match on December 6. Team manager John Soares, a Top Gun USA speedway driver, has put together one of the most impressive teams yet to take on Australia’s best.

Situated only two hours from Brisbane, the I^garoy venue will provide a full support programme, which includes Juniors, Modified Productions, Super Street Sedans and Street Sedans.

Adult admission price is only $15, or $30 for the whole family racing commences at 5.00pm and concludes at 11.30pm.

Bounty on Pyne

Wynns Newcastle Speedway promoter David Lander moved quickly after Super Sedan dri ver John Pyne swept to victory in the second round of the Beechwood Homes Top Gun Series last weekend. The vsdn in the 20 lap Beechwood feature was Pyne’s tenth for the season in the Teterin Camaro, so far and would have been eleven in a row if not for a spirited charge from Cessnock’s Alan Baker in the Stars Dash to end Pyne’s winning streak.

Lander immediately put a $500 bounty on Pyne’s head for anyone who could beat him in the next main event, in addition to the win ner’s cheque. Super Sedan racing now takes a break from the Newcastle venue until November 8 running of the scheduled Round Three of the Beechwood Series, but on October 31 they’ll share the program at Parramatta City Raceway with the Spedcars. -WADEAUNGER

Australia clinched the Ashes series after beating England by 53 points to 43 in the third and decisive Test Match raced on the small circuit at Eastbourne on October 19. England had won the first match at Belle Vue, with Australia storm ing back to take the second at Swindon. The Australian team was never behind and surrendered just two heat advantages at Eastbourne they were 12 points ahead after six heats and never looked back. To be fair, England’s cause was not helped by the fact that Martin Dugard, racing on his home track, suffered three mechanical failures in his first three rides and was then controversially excluded on his fourth outing when Steve Johnston

ran into him as he turned tightly on lap 2. A series of heat victories by Leigh Adams, Jason Lyons and Mark Lemon (he won his first two rides) helped the Aussies’ cause and, with Jason Crump riding well, the result was never in doubt. Aussie champion Craig Boyce was a shade disappointing, but the Roos’ skipper led his team with enthusiasm throughout. Scorers England - David Norris 12, Joe Screen 9, Chris Louis 8, Mark Loram 8, Gary Havelock 3, Scott Nicholls 3, Martin Dugard 0. Australia - Jason Lyons 11, Jason Crump 10, Leigh Adams 10, Mark Lemon 9, Shane Parker 5, Steve Johnston 4, Craig Boyce 4. -TONY MILLARD

TItliiNer main by Clarke Adam Clarke ran second to . Darren Jenkins on the first night at Newcastle after com: ing from the back, then diced for the lead with Rod Bowen in the Parramatta feature in

Troy Jenkins was right in the thick of things in the #6 Dominator Engines Fontana, but when Bowen finaly succumbed to a fast deflating left rear tyre, the race became a five-horse battle.

I one of the races of the year, ; only to crash out damaged after hooking a rut with oidy one lap to go, Starting again way up the back , at Newcastle one week later, ! Clarke had to weave his way to the fi^ont in a big hurry as he ran down the Jenkins brothers, Bowen and Brett Morris m his gleaming : new #17 Fontana-powered Harris. Early leader Richard Malouf was quickly swamped by Peter Bourke, who in turn suffered at the hands of a super-quick Morris.

Clarke moved quickly and flew through to third behind Troy Jenkins, edging out opening night wmner Brnren Jenkins. Coming out of turn 2 with just a couple of laps remaining, the bright green “Out Of Control” machine (it’s Clarke’s sponsor) slipped under Troy Jenkins and set out after leader Morris. With just a few to go, Clarke apphed the same tactics to Morris and edged away to take the win in front of a very vocal crowd, -WADEAUNGER

Former Victorian number two and 1992 Australian Sidecar finalist Jimmy Mechkaroff from Shepparton in Victoria is in the St Vincent’s private hospital in Melbourne after recovering from a triple bypass heart operation - 39 nine-year-old Mechkaroff is with out doubt one of Victoria’s most popular and spectacular Sidecar riders.

outh Australia’s Sidecar scene has been strengthened with the return of Paul Marker after a two year layoff. 32 year-old Marker will again ride his Kawasaki Nash-copy outfit. Marker took time out from speedway to get married and work around the couple’s new house.

The Robert Griffiths Sidecar Racing team of Australian Champions Glen Hough and pas senger Robert Armstrong had their

Richardson’s Open ride

One of Victoria’s foremost 360 Sprintcar campaigners, Rob Richardson, will be not be fac ing retirement following the sale of his engine to West Australia’s Brett Sartori. Instead, Richardson wiU be tak ing the step up to Open class com petition, thanks to “Fast” Freddy Edwards. Richardson has accepted an offer from Edwards to drive the latter’s JSR and will bring some parts and sponsorship to the budget team. “Following on from their initial foray with us last season, Lubri Maxx have decided to up the offer and will be the main sponsor this season of the Edwards #55 JSR,” Richardson explained.

“Lubri Maxx was involved in a lot of different forms of racing last year, but oirrs was the only one that they had a result from. “They are one of the last indepen dent oil companies still around and have plans for expansion, of which we are part of the process. “Pakenham Upper Licenced Store (formerly Ampol Army Road) are also with me again, as are Quick Race parts and Quick Collectables.” Graham Hussey has recently returned from the US and has already been busy building motors for Mike Van Bremen and for the Richardson/Edwards combo. The duo plans to have a shakedown run at the SRA Practice Day

at Avalon on October 26. Following on directly from the practice session will be the Special General Meeting of the Sprintcar Racing Association, at which time the turmoil that the club has been experiencing in recent months will hopefully be put to rest with the election of permanent office bear¬ ers. Much has been said over recent times by those who resigned and those who stepped in to fill the breach, but with the club’s constitional problems resolved, the time has come for both sides to put their heads down and get on with the coming season, a season that promises to be one of the best yet. -BRETT SWANSON

water-cooled Suzuki engine built by Mick Liptrott.

ic run-off for last year’s grown by New South Wales youngster Adam Shields at Undera Speedway near Shepparton.

and Round 3 at Wingfield on November 22. The South Australian under 16 Solo Pairs Championship will be held at Wingfield on December 20. The Victorian Under 16 Solo Championship will be held at Swan Hill on December 13.

South team Australia’s of Ron Parker mostand improved Simon Coppen have had their Suzuki engine freshened up over the win ter by Phil Tainton Racing from Victoria. The duo is expected to have a big 1997/98 season in SA. English licences granted and left Melbourne on October 8 for the United Kingdom. The team had already had their nomination accepted for the Ace of Aces and Bonfire Burn-up meet ings and are also expected to compete in a meeting at Coventry and a major Long Track event in Germany.

estern Australian number 2 and 1997 Australian Sidecar finalist John Low has been busy over the winter building a new bike, which will be fitted with a

Max Dumesny Motorsport

agents for

he Australian Under 21 Solo Championship will be held at Mildura’s Olympic Park Speedway on Saturday, January 24,1998. The meeting is a qualifying event for next year’s World Under 21 Championship, with the first two from the meeting progressing through to the qualifying meeting. Talented South Australian youngster Nigel Sadler, who is in England riding for the Isle of Wight team in the Premier League, will start favourite for the champi onship. Sadler was beaten in a dramat-

he 1997/98 Victorian Sidecar Championship has gone back to the traditional one night meet ing, after being held over three rounds on three different sized tracks for the last three years. This year’s event will be held at Mildura’s Olympic Park Speedway on Saturday, February 7, 1998.

The is also Victorian set down Solo Championship for Mildura’s Olympic Park Speedway on Saturday, November 29, 1997. ates and venues have been announced for the South Australian Under 16 Solo Championship, which will be held over three rounds - Round 1 at Wingfield on October 25, Round 2 at Murray Bridge on November 15

For more infomatson on Hoosier Drag and Speedway Tyres call 02 9679 1990 or 03 9331 6477 Fax 03 9331 7444

ildura’s Olympic Park motor has cycle speedway announced its proposed dates and fixtures for the 1997/98 season. The eight meeting season kicks off on Saturday, November 15 and winds up on Sunday, March 8, with the traditional Sidecar Spectacular. Season dates are as follows: Practice October 26 November 15 Season Opening November 29 Victorian Solo Championship December 6 Ivan Mauger Soio Series International Solo January 3 Masters Series

1997 WORLD OF OUTIAWS/SKOAL OUTLAW SERIES POINT STANDINGS TO OCTOBER I9TH, 1997

Xoo$irr 1

^^ RACING TIRE

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

10,215 10,021 10,016 9,802 9,607 9,445 9,427 9,053 8,938 8,852

11. Jeff Swindell 12. Donny Schatz 13. Paul McMahan 14. Dion Hindi 15. Danny Lasoski 16. Lance Blevins 17. Craig Dollansky 18. Joey Saldana 19. Randy Hannagan 20. Garry Brazier

8,834 8,503 8,491 7,012 5,793 4,446 3,965 3,381 2,755 2,461

DEVIL’S BOWL SPEEDWAY - OCTOBER I9TH WINTER NATIONALS A-FEATURE (30 LAPS) I. Mark Kinser 11. Jeff Shepard 2. Sammy Swindell 12. Joey Saldana 13. Paul McMahan 3. Stevie Smith 4. Dave Blaney 14. Joe Gaerte 5. Andy Hillenburg 15. Tyler Walker 6. Steve Kinser 16. Daryn Pittman 7. Danny Lasoski 17. Bobby Davis, Jr. 8. Dale Blaney 18. Tommie Estes, Jr. 9. Danny Wood 19. Peter Murphy 20. Dion Hindi 10. Jac Haudenschild

24 October 199/

Liatti hands victory to McRae home event - but he acceded to his team’s instructions and gave what would have been a hardfought home win to McRae. “I understand - it’s my job,” Liatti said - but his co driver, Fabrizia Pons, was in tears as she handed in the time card, late. “It’s been- a difficult situa tion,” said McRae at the fin ish. “Of course I have some sympathy for Piero, but he has no chance of the Championship and I have a small one now. “We were told to hold sta tion before the last two stages. It took the pressure off a little, but I didn’t back off totally, as I had a feeling he might not. “Of course, we could have risked everything to beat him, but since we had already been told to hold sta tion ” The drama for the minor placings wasjust as intense. Carlos Sainz in the leading Ford Escort was tied with World Champion Tommi Makinen going into the last stage and needed third place to inch closer to the Finn in the Championship. But Makinen forced the Mitsubishi through the stage just two seconds faster. Toyota’s new star, Freddy Loix, was tied for fifth with Juha Kankkunen, but he too pushed hard enough to get ahead by just three seconds. He was a little fortunate, for he broke a wheel on the final stage when he hit a kerb, but the “mousse” in the tyre kept it inflated to the finish. “I wanted to try for third today,” said Loix. “But we had a few problems and I’m pleased to have made two fastest times today.” Kankkunen’s car almost failed at the last - a severe propshaft vibration occurred when the shaft broke on the run into the finish and he arrived with a two wheel drive Escort. Didier Auriol in the second Toyota suffered power steer ing failure on stage 22 and

OFF THE PODIUM... Ford Escort of Carlos Sainz(above) was pushed back to fourth by Tommi Makinen’s Lancer. Colin McRae’s win in the Carlos Sainz, moved Western Australia are as San Remo Rally on to Toyota for next follows: October 15 produced per year. 1 Tommi Makinen (FIN) haps the closest finish in However, Ford is Seppo Harjanne (FIN) a World Championship Mitsubishi Lancer Evo 4 still keen to sign event for years, with just Colin McRae for next 5 Carlos Sainz(E) 14 seconds covering the year, despite the Luis Moya(E) first four drivers. Ford Escort World Rally Car Briton still having a McRae took victory for "P year of his contract 3 Colin McRae(GB) Subaru, but only when his By Peter Whitt left. Nicky Grist(GB) team-mate, Piero Liatti, Subaru Impreza 555 “Absolutely, Editor-Australian Ral'vspoif^ws agreed to his team’s orders to WRC 97 100%,” M-Sport boss check into the final time con BELL RESIGNS FROM Malcolm Wilson said when 2 Richard Burns(GB) trol one minute late, incur RALLY OF CANBERRA asked if he’d like a British Robert Reid (GB) ring a 10-second penalty. his driver in his British team. Mitsubishi Lancer Evo 4 The Italian started the day Mike Bell has given shock resignation as Richard Burns is hoping 6 Juha Kankkunen (FIN) with a six-second advantage, Clerk of Course of the FAI to re-sign for Mitsubishi and Juha Repo (FIN) but McRae was ahead by the Rally of Canberra, with the has his eye on a full 14 Ford Escort World Rally Car third stage(No 20). event only six weeks away. round program for next year 4 Kenneth Erikkson (S) Liatti responded to lead - Juha Kankkunen is It is believed that person Staffan Parmander (S) over the next two, before the al business commitments expected to sign on as Subaru Impreza 555 Scot went ahead again by a WRC 97 outside rallying led to his Ford’s number one driver second on the next(No 23). decision. after the departure of Sainz. 7 Didier Auriol(F) They shared the same time As a result of the resig Denis Giraudet(F) on stage 24, so that was the API RALLY AUSTRALIA’S nation, Wayne Kenny will Toyota Corolla situation as they started the take over as Clerk of TOP 20 ENTRY World Rally Car 18km final stage(No 25). he world’s best drivers 8 Neal Bates(AUS) Course, with Adrian Liatti summoned his Stafford expected to be Coral Taylor (AUS) will converge on Perth in courage and made the finish given the assistant Clerk of two weeks for the penulti Toyota Corolla line five seconds faster than Course role. mate round of the FIA World Rally Car McRae. The official launch was World Rally Championship, 9 Freddy Loix (B) But, if he was to maintain held last Wednesday. API Rally Australia. SvenSmeets(B) his challenge for the World The FAI Rally of Toyota Celica GT-Four The fight for the World Championship, McRae need Canberra will be included Championship will continue 10 Possum Bourne (NZ) ed the victory. as a round of the FIA Asia as Tommi Makinen, Carlos Craig Vincent(NZ) Liatti arrived at the final Pacific Championship from Sainz and Colin McRae Subaru Impreza 555 control in the lead of his lock horns in what is 1999 onwards and plans 11 Ed Ordynski(AUS) are afoot to make the event expected to be a battle right Mark Stacey(AUS) Mitsubishi LancerEvo 3 bigger and better than ever to the finish of the three day in 1997. event. 12 Yoshio Fujimoto (J) Austraiian interest wiil A $30,000 road grading Arne Hertz(S) program is taking place in focus on Neal Bates and Ed Toyota Celica GT-Four the Canberra forests to Ordynski, both drafted into 13 Kenjiro Shinozuka (J) ensure the roads are in top the European factory teams Fred Gocentas(AUS) VIC: Stuckey Tyre Service Mitsubishi LancerEvo 3 shape this year and the for this event. ACT Government is also Bates will drive a Toyota 14 Raul Sufan (RA) increasing its involvement Corolla World Rally Car, Marlin Christie(RA) in the national capital’s pre Toyota CelicaGT-Four while Ordynski will have a mier rally. full Group A-spec Lancer 15 Pavel Sibera(CZ) A number of competitor Evo 3 at his disposal. Petr Gross(CZ) Skoda Felicia Kit Car assistance packages are Six priority 1 drivers SEW also available for interstate have entered Rally 16 Harri Rovanpera(FIN) IE Voitto Silander (FIN) and overseas competitors. Australia, as well as 15 pri Seat Ibiza GTIKitCar I ority 2 drivers, making this MAKINEN RE-SIGNS FOR the best entry in the event 17 Alister McRae(GB) MITSUBISHI RALLIART ever. David Senior(GB) ilE In total, 91 cars will face eigning World Champ Volkswagen Golf GTi m Tommi Makinen has re Kit Car the starter for the Langley signed with the Mitsubishi Park Super Special Stage 18 Wayne Bell(AUS) I i Ralliart Team for 1998, with on Thursday, October 30. lain Stewart(AUS) an option for 1999 as well. Hyundai Coupe Kit Car Three days of competi Makinen finished third on tion will follow, before the 19 Oriol Gomez(E) the San Remo Rally soon finish in Perth’s Forrest Marc Marti (E) Seat Ibizi GTI Kit Car after signing a new con Place at 2pm on Sunday, 20 Emil Triner(CZ) tract, ending speculation November 2. that Ford was interested in Milos Hulka(CZ) The top 20 starters in the Skoda Felica Kit Car the Finn after its lead driver. 1997 API Rally Australia in

WINNER - NSW & VICTORIAN RALLY CHAMPIONSHIPS - DUNLOP SP84-R

fell behind Andrea Aghini, driving a Toyota Celica GT4. The result leaves the dri vers’ Championship wide open with two events remaining. Reigning Champion Makinen has a nine point advantage over Sainz, with McRae a further five points in arrears. Subaru has stretched its advantage in the Makes series to 13 points over Ford, with Mitsubishi eight points fui'ther back. Seat has won the 2 litre, 2 wheel drive Championship for the second year. Results 1. C. McRae/N. Grist Subaru Impreza 555 WRC97 4h08m25s 2. P. Liatti/F. Pons Subaru Impreza 555 WRC 97 4.08.31 3. T. Makinen/S. Haijanne Mitsubishi Lancer Evo 4 4.08.37 4. C. Sainz/L. Moya Ford Escort World Rally Car 4.08.39 5. F. Loix/S. Smeets Toyota Corolla World Rally Car 4.09.15 6. J. Kankkunen/J. Repo Ford Escort World Rally Car 4.09.18 7. A. Aghini/L. Roggia Toyota Celica GT-Four 4.11.13 8. D. Auriol/D. Giraudet Toyota Corolla World Rally Car 4.11.58 9. D. Oldrati/P. Lizzi Subaru Impreza 555 4.17.44 10. H. Rovanpera/V. Silander Seat Ibiza Kit Car 4.21.57 Drivers 1 T. Makinen 56; 2 C. Sainz 47; 3 C. McRae 42; 4 K. Eriksson 28; 5 P. Liatti 24; 6 J. Kankkunen 23 Manufacturers Subaru 94; Ford 81; Mitsubishi 73 -PETER WHITTEN

KARTING

2mot)erm7 Report by EDWARD KRAUSE

Ryan Wlodzinski made it two wins in a row for PCR in the Formula A class, overcoming a disastrous qualifying position to take out a convincing victory and claim the NSW Championship at Oran Park on October 12. In a weekend when all the series contenders struck problems, Nick Agland held his lead in the series from Lincoln Mitchell. In Intercontinental A, Troy Hvmt mainaged to hmit the damage to his championship lead despite not fin ishing the final, Wesley May again showing the way in qualifying and this time finishing the job with a win in the final. Michael Caruso clinched the Australian ICA Junior title, but Alan Gurr defended his NSW title, inflicting Caruso’s only final defeat of the series. Formula A Ryan Wlodzinski continued his recent good form the PCR driver who finished second at the previous round at Raleigh, only to be given a three position penalty for starting infringements - came out on top after earlier withstanding a four way dice between team mate Gary Dann, Arrows’ Nick Agland and Tecno’s David Clark, who took pole position in borrowed equipment after he and feUow Formula A run ner Tyson Pearce had their equip ment stolen from outside their motel. Pearce had to withdraw, but, with the title up for grabs, Clark borrowed a chassis from Remo Luciani, engines from Merlin, a racesuit from Tim Pauling and boots from William Yarwood. He also had to go and buy a new set of clothes for the week, as every thing was stolen. Despite this, Clark set pole posi tion in a field where everyone was having problems with qualifying and engines playing up, which many blamed on the supplied fuel. Wlodzinski’s team was fuming: “Everything was fine in practice, so we left the engine and carburettor as it was. We put it on for qualify ing and the only difference was the fuel. Then itjust wouldn’t go.” John Joyce initially topped the time sheets, but this was due to him cutting through the breakdown lane. Clark set pole with a 34.728, ahead of Leanne Ferrier, who was making a return to the Tony Kart

Wlodzinski snatches NSW Title in Formula A team - series leader Nick Agland was third. They were followed by Malcolm Heath, Lincoln Mitchell, Joyce, Scott Logan, Andrew Wamsley, Dann, Peter Lehane, Wlodzinski and Joshua Pontello. Agland, Perrier and Mitchell each won a heat and they held the top three positions on the grid for the pre final. They were followed by Clark, Logan, Dann and Lehane. Clark shot to the lead at the start, from Agland and Perrier. There was plenty of pushing and shoving in the opening few laps, but when the positions settled Clark already had a substantial lead from Agland. There was a five-way dice for third between Perrier, Dann, Mitchell, Wlodzinski and Heath. Clark then had an engine let go on lap 3 and, from then on, Agland had a comfortable run to the finish. Daim worked his way through to finish second, with Heath driving strongly to come in a close third, followed by Perrier and Mitchell. The final was heading for anoth er Raleigh-type display of racing, as Dann and Wlodzinski took advan tage of a hectic first comer to lead from Agland. Clark wasted no time in charging through from the back. Wlodzinski and then Agland passed Dann over the bridge, while Clark was into fourth by lap 4. He then caught the leading trio and, by lap 6 of 36, he was into third, having passed Dann. The very next lap, Clark passed Agland going into the horseshoe and, as Dann tried to follow him through, he and Agland touched. Dann went over the front of Agland, smashing the Oceania champion’s front wheel, while Dann had a bent axle for the next 30 laps. Then Joyce retired, an ignomin ious way to end his karting career, the former Australian champ retir ing to play football. By this stage, Wlodzinski was well in front and on his way to a comfortable victory - Clark was unable to close the gap, but also had an easy second place.

Dann’s bent axle helped Mitchell close up, the Top Kart driver suffer ing -with a malfunctioning carburettor.

Mewett continued their season-long duel, Yarwood getting the upper hand for the final podium position.

With eight to go, Mitchell finally snuck through and they would fin ish in that order, followed by Heath, Wamsley and Pemer.

ICA Junior Michael Caruso already had the Australian title wrapped up before this, the final round for the juniors, but he was keen to claim the NSW title for a clean sweep of national, Queensland and NSW titles. The Tony Kart driver took pole with a 35.292 from Alan Gurr, Jamie Whincup, Paul Dumbrell, James Small, Marcus La Delle and James Harrigan. Gurr won all three heats to take pole for the pre final from Caruso, with Whincup third and then La Delle.

Intercontinental A Wesley May again upstaged Troy Hunt in qualifying, setting pole with a stunning 34.322 after miss ing the first qualifying session. Troy Hunt was next, then Jon Metham, who made another cameo appearance. Mark Winterbottom qualified fourth, but would pull out on Sunday after damaging his ribs. Hunt recovered, winning all three heats, but at a cost - the first two heats were without the right chassis set-up and he wore out his tyres. This hurt him in the pre final, where he fell back to fourth - Luke Mewett won after a four-way dice between himself and Hunt, May and Brendan Dive. Hunt had his spare tyre for the final and predicted a good race. May was held up as the karts were pushed out and he fell back, but since it was another competitor who blocked him on the way out he was directed to take his rightful position on grid three. On the opening lap. Hunt moved through to the lead from May, who was then passed by Dive - Mewett was shuffled back to fourth. Hunt was pulling away as May and Dive fought for second, but May managed to break clear and began to haul in Hunt. When May caught him, the straggling pas ir provided a couple . of scintillating laps, including four lead changes in a single lap. Then Hunt slowed considerably, a flat tyre costing him the chance to fight back. Hunt eventually retired, as he was lapped late in the race. May was now comfortably in the lead and he went on to take a con I vincing win. Dive had an equally comfortable second, while William Yarwood and

The opening laps of the final saw firstly Gurr, then Whincup lead, while Caruso and Dumbrell fought for third - but Dumbrell was out after two laps, while La Delle became stranded, eventually rejoin ing the field. By lap 7, it was a three-way dice between Gurr, Whincup and Caruso, while Small and Hairigan fought for fourth. But Whincup began to fall back as Caruso and Gurr went at it for the lead.

Caruso seemed to have enough to hold Gurr out as his tyi-es went off, but, with three to go, the Konicasponsored driver took the lead at Konica comer. On the final tour, Caruso made a Gurr led the pre final from start lunge coming off the bridge, but to finish, Caruso snatching second 5 Gurr held on to defend his NSW title. from Whincup in the dying laps.

Bendigo to Kelsall again

Last year’s winner Ken Kelsall held out Rod Westrbrook to take the Clubman Over 40s hon ours in a close finish at the 25th Bendigo Country Titles in coun try Victoria. Numurkah winner Geordie McDonald looked a likely chal lenger to Kelsall, but a mishap at the start dropped him back to the rear of the field - Westbrook then gave chase and was only inches off Kelsall’s rear at the flag. Ross Gathercole had a good win in Senior National Over 40s, the race for the minor placings being fought out by Gordon Jelbart, Glen Chadwick, Neville Lowe and Brian Davis, who finished in that order after numerous position changes. Clubman Light saw Wade Truman win from Dean Miles, Gippsland’s Shaun Lowe holding onto third.

Rhys Archer convincingly took out the Rookies, unlucky Julian Grasso finishing fourth behind Michael Rauber and Carly Rowe. Clubman Super Heavy went to Andrej Sutej, Michael Krieg and Scott Morrison, while the wet Midgets saw Bradley Wicks win from Jason Leoncini and Brendan Turner. Liza Reed showed Frank Falla and Dominic Albanese the way home in Sportsman, while Clubman Medium saw Nathan Hogan come from the rear but fail to catch Warren Swift - Mark Hall was third. Senior National Light went to Heath Jalbert, Cameron Bell and Peter Campljell, while Evan Rogerson won in Junior Clubman, Harley Maxwell took out Clubman Heavy and Luke Harper won Junior National Light. -GRAEME BURNS

You’re invited to be tjqicb aDQsQQpaGGaai aSSOJSOPHaQQDDQ rjois Invite you to be part ofAustralia’sfastest growing motor sport.

For more information Kart racing is the most inexpensive way to enjoy motor racing. Whether you want to be involved in the action ofprofessional or amateur racings loca club level competition or great family fun.

NSW 02 9834 3860 OLD 07 3844 4276 NT 08 8932 5194 WA 08 9313 1237 SA 08 8271 2795 VIC 03 9362 1144 TAS 03 6433 0767 National Office OLD 07 3282 9962

24 October 1997

Sedans

Subaru Impreza WRX, 1996 model, full GT Production specs. Complete ground-up rebuild just completed, with new engine, gearbox, suspension, etc, best of everything. Just get in and drive - can be entered for Bathurst 3 Hour. Must sell now $45,000ono. Ph: Ryan McLeod 0418 425 254 or Paul Burfitt 0418 823 475. 112

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). 110 HQ race car. Very well presented. Sealed engine only 3 meetings old. Affordable and reliable racing for just $4,500. Ph:03 9850 5566 or 015 527 854. 113 Batsun 1600 Sports Sedan, strong L20 motor, elec tronic ignition, oil-cooler, lightweight flywheel, button clutch, adjustable suspension, electronic rev limiter, Tilton brake bias, alloy wheels. Many spares. Second, OLD Championship. $8,000. Ph: Stuart 07 3285 4871

NASCAR, Pontiac Grand Prix. Compiete roller, front steer. Good competitive car, wiii assist with set-up. $20,000 ONO.PH (02)4267 5134 or (0417)663 930. ,13 HQ racing car, ex-D'Ombrain circuit car. No oil paint ing, but has excellent top hp motor. Ready to race, spares, urgent sale. Bargain at firm $5,000. Ph; Andrew 0412 238

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.

729. ,12

1992 VP HSV GTS Commodore, build 14/128, anthracite grey, leather/velour steel blue interior, all GTS features - glass sunroof (tilt/slide), tinted windows, Kenwood stereo with 10 stack CD changer. Air fare deducted from sale price for Interstate buyere. $32,500ono. Ph: 0419 540 538. 112 Escort Lotus twin cam, 9/70. Compliance, rebuilt engine, Koni suspension, otherwise original oar. $8,500. Ph: 03 9499 3088 (BH)or 018 367 004. „2 NASCAR, Oldsmobile, ready to race. Complete, fully pre pared by Tom Smith.Some assistance $28,500. Ph (0359) 96 4022. 113

AUSCAR VS, rolling less engine, inc yellow light, fire bomb, fuel cell, churn, CR P cage, gearbox reco, diff needs minor assembly. $15,000. Ph: Anthony 018 176 420. 113

Porsche 934 Turbo, Replica. Class A Porsche Cup con tender. Front-runner, 3.3L, 380 hp, airjacks. Adjustable sus pension, 5sp box with LSD, Harrop brakes, Motec system and spares Inc. 2 sets of wheels and trailer. $69,000. n3 Porsche 935 K3, Replica. Complete, ready to race. All factory equipment. 750ho flat fan engine, 13 inch discs, carbon fibre panels. Quiokest Porsche in Australia. Including spares, wheels, moulds etc. Over $200,00 spent, must sell $89,000. Offers considered for both cars Phone Nick (0419)586 119. 113 AUSCAR Sportsman, Commodore VL, very competi tive and ready to win races. High hp with dyno sheets and all spares needed to go racing, including wheels, rims, swaybars and engine. Must sell. $15,000. Ph; 03 9404

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. 111

Escort Sports Sedan, mid-mounted Falcon alloy head six, single rail 4 speed, 15 x 10 Hoosiers, Hilux diff, Amaroo 58 sec. Log book. Ready to race, on reg trailer, some spares. $5,500ono. Ph: 02 4973 1605. 112

4113. 1.2

Austtin Healey Sprite, regular class winner. Historic Gp Sb. Recent lap records E. Creek, Amaroo, Oran, Wakefield. Meticulously maintained, fully developed motor and suspension. Receipts. Includes custom-built semi enclosed trailer. Spare wVieelsItyres. S23,500. Ph: Denis 02 9418 3141 (AH) or 02 9955 3333. 113

I Charity Bash Car - Peugeot 404 sedan, 1996. Full roll cage, harnesses, sump guard, new suspension, lights and bells and much, much morel. Everything brand new with receipts. Never competed in a Bash or Historic rally event. $4,000. Ph: Joseph 03 9460 2583 or 018 522 270. 112 Club Car, Toyota Corolla KE20, programmable fuel injec tion, tandem trailer, extensive, spares. $6500 Phone(015) 261 105. 113

Corolla KE20, two door sedan, 1972. 4K motor, good condition for age. VFO-806, $1700 (neg) Phone Millicent SA (08) 8733 2347. 113

XD Falcon, XF panels, 460, C6, 4-link rear clip (not fit ted) with shortened, braced 9", Summer Bros axles, XF rear discs, billet alloy Dragway Draglites with Matt rubber, coil over shocks, XF dash, Fairmont velour seats. Unfinished project - make an offer. Ph: Jason 0417 544 491. 112 Batsun 1600, good 1800 twin carb engine, 5-speed CR option 1 gearbox, 240k diff, mags, sports seat, wheel, roll cage available. $750. Ph: 02 9428 3709(AH). 112

Sportsman AUSCAR, VL Commodore, fresh engine, good- hp, spare body with cage and spares. Race- ready. $13,000 neg.Ph: 018 811 458. 112 HQ race car. Excellently prepared car, good condition, CAMS approved. Heaps of spares, on new tilt trailer. Nothing to spend. Must sell, can deliver. Will separate. $7,500. Ph: Stewart 02 4647 1896 or 018 211 341. 112 Escort Lotus twin cam 12/71, compliance, rebuilt from ground up including engine receipts dating back to 1977. Ex John Bowe road oar. $11,800. Ph 03 9499 3088 (BH) or 018 367 004. 112 AUSCAR Sportsman VL Commodore #15, 95/96 championship winner, 96/97 2nd. All spares and spare body shell. $18,000. Ph: 018 507 064. 112

Sports Sedan, TE Cortina, full space frame. Complete oar. less engine. Full floating 9" diff, big brakes, 2 sets wheels, full body moulds, spare panels $17,000 or trade for Commodore ute. Ph: 046 596 470. 112 Mazda MX5 Marque Sports. Brembo discs, Bllstein coil-over suspension, 8x15 Simmons. Hoosiers, Sparco seat, Willans harness, plus much more. Selling due to house renovations. View at AROC 6 Hour, Eastern Creek, 1/11/97. $17,500ono. Ph; 02 4268 4142. 112 Works Escort RSI 800 BDA. 1977 English Ford facto ry, Boreham-built. Colin Bond owned, Greg Carr driven, "lYK)))”. Winner 1978 ARC, 1978/9 Castrol Internationals. Full bare shell restoration. Cosworth BDG 2L alloy block, ZF 5-speed, Sierra 5.1 locker, AP Racing brakes/clutch. Genuine piece of history with major original content. $60,000. Ph: 07 5529 7146. 112 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. 111 Lotus Escort, genuine car, new 1760 motor, new brakes, new 14 inch Supalite’s, registered and rwc. Much more done. $12,500. Ph: 03 9486 9262. m 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) 111

Mazda MX5 turbo. Stage 2. Fully adjustable suspen sion, upgraded brakes, hard top, full instrumentation, reg 5/98. Headrest speakers. Sprinted: 1:53 Island, 2nd Tour □'Adelaide, 19th o/right Targa Tasmania, 4th Three Peaks. Fantastic condition. $32,500ono. Ph: 0412 337 227. m Alfa Romeo Giulia Super 1970 Sedan. Complete, tidy, original unit, excellent mechanical cond. Easy restora tion. $5,750. Ph: Dean 08 8260 3577 (BH), 08 8370 9452 (AH). 111

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. or make an offer. Must sell, Ph: 048 836 906. 111 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. Ill Batsun 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. in

continued over page

SEND US YOUR CLASSIFIEDS AND WE'LL RUN THEM FREE!

YES, MOTORSPORT NEWS CLASSIFIEDS ARE ABSOLUTELY FREE FOR READERS’ PRIVATE CAR AND EQUIPMENT SALES. SIMPLY POST OR FAX YOUR AD TO US AND WE’LL RUN IT FOR TWO ISSUES

ABSOLUTELY FUEE

PLEASE KEEP ADS TO NO MORE THAN 30 WORDS, PLUS A PHOTO IF REQUIRED. Post to Molorsport News Free Classifieds, P.O. Box 1010, Caulfield North, VIC 3161 or Fox: (03) 9527 7766

NOTICE TO ADVERTISERS Please use the form provided and print clearly. Please note we are unable to return photographs used in classified ods. Ads will appear as soon as possible after receipt. FREE Classifieds are for the sale of private goods and vehicles only, not business advertising. Classifieds close last mail Thursday prior to on sale date, photos marked "prooP' will not be used. NAME: ADDRESS:

CATEGORY;

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

□ Speedway □ Drag □ Photographs □ Other □ Wanted

56 14 October 199/ Ford Sierra 5 speed manual, good condition, NSW rego. $12,000ono. Ph;02 9958 0839 or 015 435 109. 111

Seca 3 Sports 1300/Historic, 2 1300cc race engines and 1 leoOcc, 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 1061. Ill or 0418 349 555. no

.'*r

Super Sedan EA Falcon, ASCF rego, 355 Chev, methanol carby, speedway sump, coilovers, ally radiator, tandem trailer. Competitive oar, nothing to spend. $12,000ono. Ph: 07 5447 1904. 112 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). 111

Drag Racing TininTTffl

12 port 202 aluminiumTiead Perteotune^ Formula Vee NG Elfin. Brand new Elliott Bond motor (zero miles), hi flow manifold, Bilsteins all round, Aeroquip lines, new panels and paint. All top equipment, proven record (94 NSW Champion) very quick in novice's hands. Lots of spares, immao cond. $10,500ono. Ph: 03 9598 7558(AH). 112

Std Saloon XW Ford No. 40. 302 auto, two fibreglass seats, two five-point harness belts, window nets both sides. New fuel tank, protection barwork fitted. Ready to race. $3,000ono. Ph: Chris 03 9726 4297(AH). 12 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.

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

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. Ill 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. i.n Ford Falcon XF Modified or Production Sedan.

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: 026545 3959. m 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. 111 Subaru RS turbo Liberty rally car, 1995 WA Championship winner, not rallied since. Drummond sus pension, Button clutch, STI computer, Compomotive wheels, some spares and standard parts. $18,000. Ph: 08 9651 1461. 111 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). 111

Cortina TE, 250ci, newly built. Never raced, reco motor. Plenty spares, suit street stock, standard saloon. Beautifully prepared. Forced reluctant sale, $1500 ono. 03 5127 7338 or 03 5127 4309. 111

Open Wheelers

KaditcHia F2, chassis number 2, eligible tor Group Q. Available as roller or complete, with ot without spares package. Ph: 03 5881 4411 (BH), 03 5881 1506 (AH). 113 Formula Vee. Ready to race with fresh engine. Ideal for circuit and/or hillclimb events. Comes with lightweight trail er, all for $3,900, Ph: 03 9850 5566 or 015 527 854. 113 Kaditcha 1982 F2, Golf engine, Hewland transaxle. Car is available with a spares package to suit purchaser. $26,000 neg. Ph: 03 5881 4411 (BH), 03 5881 1506(AH). 113

Parts

Batsun A series option gearbox $1,200. l-lace head, stainless valves, custtom headers, twin Webers, $2,500. 13x8 deep dish mags $160. Nismo race crankshaft $500. Ph: Alan 03 9800 3299(BH), 113 Racing seat, OMP, black with wings, used only once Cost $500, now for sale $350. Ph: 02 9418 3141 (AH), 113 Wheels, 16"x10" Globes, one set Torana, one set Ford and Valiant. Three races old. $800 per set. Ph: 03 6330 1881 (AH), 113 Extractors, suit Holden 202 engine, ex-racing, suit street car, $100. Ph: 046 471 033. 113

Chevron B42 F2, chassis no. 1, factory team oar. Immaculate and completely original. FT200 gearbox with spare ratios, fitted Australian F2 motor, can run BDA or BDG in Historic. Will trade road car American, European or Clubman. Ph: 03 9560 0801 or 018 105 348. 112 Spectrum 06 Formula Ford, new or second-hand cars available for sale or lease. Contact Borland Racing Developments(03) 9580 5236. 113 Westfield SEI wide kit, part assembled. Latest model, very little needed to complete. Fully independent suspen sion, 4 wheel disc brakes. $14,000. Ph: 07 5532 7630. 112

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. 111

blower manifold and extractors, suit 202, spare belts and pulleys. $1,500. Ph: 03 5422 1942. 112

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. m Formula Ford, Van Diemen RF93, complete. Excellent condition, Dorian timer. Huge spares package - engine wheels, panels, ratios, etc. Serious callers only. Available now. $33,000. Ph: 0418 507 260 Fax:03 5439 5177. 111 March 793 F3/AF2, interesting UK/Aust history, eligible historic 1998. Complete with Golf engine. MK9, spare wheels, ratios, corners, eveh sliding skirts, $39,500. Ph 08 8260 3577(BH)or 08 8370 9452(AH), m Formula Holden 89D Reynard, for sale or lease. Huge spare package, $48,500. Ph: Mark Potter on 0417. 353 642 or 03 9764 4866, or Greg on 0414 857 241. m Kart, with KT11J motor, new exhaust, only one meeting old. 3 bearing axle, good paint work, black in colour. Complete with spare set of tyres. As is $1,200. Ph: 03 5995 6004 after 6pm. in

Charger RT instrument panel, mint condition, recali brated and reconditioned, $550. Genuine Charger RT mag wheels in excellent condition, with new centre caps, set of 5. $300. Ph: 08 8361 3162. 113 XU-1 4-Speed, Genuine M21, slinger style. Reconditioned, suit NC Torana etc, $850 Phone Dave (02) 6765 4279 or(019)457 106. 113 HSV parts, big brakes, struts, springs, shocks, used discs, new twin spot calipers $1000 a pair. New VN Grp A Bilteins (never used)$600 a pair. Ph (08)8988 1592. 1 13 Ex-Grp A Corolla race wheels, 16x6.5 inch, 4-stud pattern or centre locks. Full magnesium, lightweight, white with polished edge (recently resprayed) $825 ONO. Ph (0414) 251 384. 113 Datsun 1600 parts. Doors, diff, tail lights, headlights, harness, hubcaps, seats, gearbox, LSD, A arms, struts, bonnet, front, guards and lots more. From $5. Ballarat (03) 53 346 364. 113 AP four-spot calipers (ex Nissan GTR racing calipers), one pair in excellent condition. Also brand new brake pads to suit. Selling $800. Ph: George 03 9478 0121 (AH). 112 Super T-IOs, 3 new, 2 recos, 2 s/hand, from $1,300. Ph: 018 597 063(VIC). 112 Frankland 4.86 quickchange 54 3/4" w $2,200. Yella Terra 186 head $300; 186-202 roller rockers $240; knife edged Commodore crank .010” $350; 202 dry sump sys tem $1,000; 202 stud girdle and cover $150. Ph: 03 5422 1942. 112 SAAS racing seats, black velour, excellent condition hardly used. $700ono. Ph: 02 6361 9469. 112 Toyota Corolla 3k block, 60 thou bore, decked, new welch plugs. Many other spares. $100ono. Ph: Ian 02 9897 1617. 112

Pedals: clutch, brake and accelerator, one piece floor mount. $120. Ph: 018 597 063. 112 Escort Twin Cam, genuine Ford brand: new front guards, one pair $1,000. Escort 13 x 5.5 Rebel wheels centres, painted gold, near new Yokohama A008 tyres $750. Ph: 03 9499 3088(BH)or 018 367 004. 112 Triple plate AP clutch, coarse spline, brand new still in box $1,350. Ph: 018 597 063. 112 Terratrip, new model 303 Plus. Used on one rally only, in 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 W/indsor. Neutral balance, timed for driver-side timing pointer. Brand new, never used. $270. Ph: 076 271 497.

2000 twin cam Alfa engine and five-speed gearbox , with all accessories. Ph: 07 3294 6888. Ill

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. no

Speedway VN Commodore Modified Production, less engine and gearbox, in as-new condition, A steal at $2,000. Ph:

Chevron B34, 1976 Formula 3, with Historic logbook. As new 2 litre Novamotor. Spare set of rims with new wets. Spares. All in excellent condition. Recent Leyburn outright winner. Reduced to $45,000. Ph: 07 3396 1624. 112

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. 112

03 5382 5940(AH). 113

Street Stocker, TE Cortina. Fresh motor, top equip ment, heaps of spares, including complete spare car. Just hop in and win. $2,500 Ph: 02 6621 6072. 112 Super Sedan, Commodore, quick-change diff, coil overs. ready to race less engine. POA. Ph: 03 5996 2263 or 0419 388 192. 112 Fender 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. m

Swift SC93 FF, Christian Jory offers for sale ex-Stephen _ White car. Complete with top Lamer engine or as roller. Many spares, currently running 2nd Victorian Series. No expense spared POA. Tony Jory (03) 63 265 555 or (018)

Formula Ford Van Diemen RF94,95 update, Penske shock, excellent condition. Running, $30,000, Ph: Kerry Wade 08 9401 5643(AH),08 9458 4586(BH). 111

130 133. 113

Van Diemen RF97, rolling chassis. Like new. fully developed. Available after Bathurst. Phone Tim (0419) 588 884. 113

Formula Ford, Van Diemen RF86. Lamer engine, spares package, professionally maintained, excellent condition. $11,900 or $8500 less engine, or consider rent or lease. Ph (0418) 184 456 or AH (070)93 8808. us

Formula Vee Renmax, ready to race, excellent hp Kleinig engine, superb cond, meticulously maintained, regular top 10 oar throughout 1996. $7,000. Ph: Chris Cummins 02 9709 4655(BH), 02 9876 3446(AH). com

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. Ill . Rally tyres, set of 4 Dunlop SP83R 185x165 R14 radiate 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. m Mazda MX5 standard parts, including exhaust, f&r shocks and springs, front brake rotors and calipers, radiator, clutch. Ph:0412 337 227. 111 Commodore VN V8 TS 5-speed gearbox and all parts to convert auto to manual, from flywheel to diff. $1,400. Ph: Ross 024956 6339 or 019 450 874. 111 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. 111 Carillos, heavy duty Buiok 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), Ill Nissan GTR (Godzilla) performance parts. 3" stainless exhaust, front to back $1,000. 260kmh speedo (Australian delivery)$1,000. Ph: 0412 337 227. in

14 October W97

iiigiwes

RnnS3?Ford engine,: ~run since iull rebuild. New rings, bearings, timing chain, tensioner etc. Complete, ready to install. Good hp. $3,950. Ph: Greg 07 5446 7611. 113 Lottis t/c motor, dismantled, new valves 1700 less cams, $3,570ono. Cosworth Sierra cylinder head complete $2,800. Steel crank, lightweight, $925. Tranx 4-spd sc/cr gearbox, rebuilt $975. Ph:088204 8869,08 8278 5988. 113 FJ20 motor, race prepared crank, sump, head, needs pis tons and manifolds. Bargain $750. Ph: Stuart 07 3285 4871. 113 Ford Windsor, 302, flat tops, Hoffenhauser manifold, 650 Holley, freshened. Also complete Hadfield conversion for XM XT. May separate $1500. Ph: 018 597 063 Vic. 112 Holden 202 T04 turbo, studded block, 12 port Mankin head and cam, stainless manifolds and exhaust, 650 Holley, gauges, sump, crank $2,000 Ph:018 597 063, 112 Ford 3S1C, 4MAB crank with top loader and box mounted shifter. Has run 13s in XY Falcon. Needs freshen. $2,000. Ph: Jason 0417 544 491. 112 Subaru engine, new 2.5 1998 specs, wire harness and lot more. Ph:07 3841 4922. 112

Enclosed race Srailer, ideal for speedway Mini Sprints, F500. 240v lighting, 12 wheel rack, great race trailer. Must sell. $2,500. Ph; 014 453 615(AH), 03 9704 9754(BH). 112 FI00,82 model, ex Ambulance, auto, dual fuel, tow hitch, long reg and RWC. $10,500. Ph: 03 5996 2263 or 0419 388 192. 112

Trailer, tandem alloy wheels, torsion suspension, electric brakes, undertray ramps, winch, wheel rack, spare attached, silver grey, excellent condition, $4,500. Ph: Graham 03 9429 5696 or 03 9824 7777. m iS

Drives available, Formula Ford, Formula Holden, plus QLD and NSW State Championships. Join winning team for 1998. Ph: Greg 07 5446 7611 or 0418 797 038..11

Wanted Pour X d” or 10” rims lor Escort Sports Sedan. Also, video of Brock's Austin A35 at Oran Park or Bathurst. Ph: Don 07 5462 2415. .13 Formula One kits - Tamiya 1/20 Wolf WR1, Brabham BT46. Other early ones, Protar FI Sports Car videos from 60s - 70s. Ph: Andrew 049 484 472. 112

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. 111

Dsuzu SBR 6 cyl, 5-speed, diesel. 5.5m pan, 3001 fuel tank, 1400km range, 5m aluminium ramps, 60001b warn winch, new tyres and trim. Suit up to large sedan. Very reli able, clean and tidy. $12,000. Ph: Mark 08 8326 5775. 112 ACCO twin-cab, good cond, set up for race car carry ing $12,500. Trailer also available. Ph: 018 507 064. 112

202 Holden, fully rebuilt, balanced, blueprinted. Fully worked head, roller rockers. Hi Energy sump, McGee injec tion. Will sell with or vdthout . PDA. Ph: 03 5996 2263 or 0419 388 192. 12

Other

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 or 08 8339 2942(AH), m 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 036844 9111. 111

Salisbury 10 bolt 3.9 crown wheel & pinion. Ph: 018 597

Great Race books, Vol 1 and Vols 3-9, and complete history 1960-80. Various prices. Ph: Anthony 08 8277 3752 (AH). 113 Dinkum Classic models, 1/43 scale: LC Toranas Brock & Bond 1971 Sandown, LJ Torana XU1 HDT 1 Bathurst, L34 Toranas HDT 1 & 2 1974 Bathurst, L34 Torana HDT 1 1976 Bathurst, A9X Torana Brook 1977 Bathurst, VK Commodore Grice 1986 Bathurst, VL Commodore HSV 1988 Bathurst. Price neg. Ph: 02 4822 2938 after 7pm. 112 SAAS racing seat and 4-point harness. $200. Ph: Ian 02 9897 1617. 112

Chev 366 Methanol, Bowtie block. 17 degree Dart alumini um 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

Wheels magazine collection, spanning 26 years, Oct 1970 - Dec 1996, all in excellent cond. $200ono. Ph: Peter 03 5338 1519. 112

International 1630N turbo, set up for Sprintcar/NASCAR, 12/240v lighting, internal/external ramps, electric winch, tyre racks, bench, external toolbox es, air-conditioned. Very low kms. $36,000ono. Ph: Ron Cameron 046 288 322. 112

Trailers/Transporters

Heuer dash-mounted rally stop watches, 8 day clocks, Haldas, speed pilots. Ph: Glenn Coad 03 9533 0100 or 0418 389 549. .12 Driver required, for 1998 Formula Ford team (Queensland Championship Series). Reasonable budget required. Novice welcome, instruction provided. Call Peter (0418) 184 456. 11*1 1960 Beli Star helmet carry bags, double and sin gle, any condition, Ph: Glenn Coad 03 9533 0100 or 0418 389 549. 112

Number plates: GODZLA - Vic plates, currently held at Vic Roads, white on black. $3,000ono. Ph: 0412 337 227. m Sparco Formula One driving suit, best-known owner Nicola Larini (Ferrari test driver). Last used Adelaide GP. $1,000ono. Ph: Alan 02 9979 8616. m

063. 112

Experienced male or female co-driver for 1998 NSW Clubman rally series. Driver and oar (Datsun 1600), well sorted after winning 1996 SA Pedders series. Ph: Peter Sayers(Nowra)02 4447 8697. 112 F5000 parts required - wheels, suspension, engine, transmission parts, body panels and glass moulds required. Ph:0357621266. 112 Clubman 1300, complete car or roller. Ph: John 02 6734 2259. 111 Getrag 5-speed gearbox to suit 600hp V8 for Sports Sedan. Ph: Ross 02 4956 6339 or 019 450 874 (Leave message), m One video tape of 1997 Tickford 500, just for a week. Please, Please! Ph: Eric 0417 118 955 or 03 9568 7469(AH). Ill Position wanted. 31 year old male with class 5B licence, thirteen years interstate experience, looking for work as transporter driver or general hand. Ph: 0412 402 982. Ill

You’ve just looked at over $1.5 million dollars worth of cars and parts for sale in Motorsport News Free Classifieds.

Nissan U-D Turbo transporter, 6 speed, prof, built pan. Historic photos, seventies and eighties. Brook, Johnson, large belly lockers. I/range tanks, long reg, comfortable, clean, reliable, impressive, selling well below cost to ' Richards, Senna, Prost etc. B&W and colour. Majority unpub lished. Tourers, F5000, FI, sports. Also 2-litre, V8s, 500cc. finance Super Tourer, $18,500 ono. Ph: 03 5248 3044 or Fax for details. 02 9960 6552. n 015 050 435. 112

Bedford truck 32ft pantech, racing car transporter. Recond 308, new gearbox, dual fuel, new brakes. Clean unit. Save on motel bills. Must sell. $5,000ono. Ph:02 6621 6072. 112

$13m 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!

Vie $upei‘ * Lightweight, Aerodynamic, Cool air circulation system To order any of the entire Simpson range, contact

Australia

II Wide

Ph 08 8269 2928

f Delivery

Fax 08 8269 5969

rs; 125 Main North Road Nallsworth SA 5083

Redback

IMPORTS

For Drag Racing, Speedway,Super Speedway, Circuit Racing All AFCO Aluminium Shocks are ‘100% Dyno Tested ‘Rebuildable and Revalveable ‘Custom Valving Available ‘Made in the USA Australia Wide Delivery

125 Main North Road Nallsworth SA 5083

Ph 08 8269 2928 Fax 08 8269 5969

'll

Motorsport a RS

Redback Unit 5/314 Hoxton Park Rd Prestons NSW 2170

IMPORTS

s r

ervice I

V‘

MOTORSPORTTRAILERS specialising in custom built trailers for all motorsports

46-52 Nobility Street, Moolap, VIC 3221

One of Australia's leading statisticians, W/ge/ Greenway, is now offering for sale his book with all the facts and figures on Australia's leading! Championships, the SHELL ATCC, Super Tourers, I Formula Ford, Formula Holden and Production Cars' Now you'too can get all the same information that the commentators and Journalists use.

9 _ —

HE BOOK

Ensineering

Australian Championship ^ Series '97/98

HYDROPLANES Rd / 3/6 Oct 97 Rd2 7Dec 97 Rd3 IJan 98 Rd4 I Mar 98 Rd3 29 Mar 98

SPECIAL ^H^^^^-performance \ 308-355 C.l. STROKER CRANKSHAFT

$995.00plus fax 1^' W

DISPLACEMENTS Rdl 9 Nov 97 Tamwortk (NSW) Rd2 30 Nov 97 Condoblin (NSW) Rd3 IFeb98 Yarrawonga (Vic) Rd4 J Mar 98 Eppalock (ric) Rd5 29 Mar 98 Goolwa (SA) ProudlySPONSORED by

Hazelwood Adelaide f&i; Mellon iVic) Eppalock (Yic) Goolwa (SA)

Kmkstnpe l Robinvale Transport Group ♦ Haven Adelaide l R &A fencing l l S&J Rooftilers l Supporters Club l Terminus Hotel Yarrawonga l Record Marine l l Heathcote Sand, Soil & Gravel l Flag Hotels, Inns & Resorts

PERFORMANCE & RELIABILITY 'NEW NODULAR CASTING

^PRECISION CNC /vtACHINED, GROUND TO p EXAaiNG TOLERANCES 'SUIT 308 RODS, BALANCER, FLYWHEEL, LIP OR ROPE MAIN SEAL HARROP ENGINEERING AUSTRALIA PTY LTD 349 Darebin Road Thornbuty VIC 3071

Call Gerald M

Ph 02 9607 9111 Fax 02 9026 0118

Send to Motorsport Information Service PO Box 2654 Carrum Downs VIC 3201

IharropI JtuitettUpUtxye hcte lot el***" cu4tomeK

l Distributor for Dart, Brodix & Racerpro cylinder heads l ARP, Fel-Pro, K-Motion, ISKY, Crane & Manley products

. ...y

l Competition cyiinder head preparation l Flow testing & machining

Telephone (03) 9499 7433 Fax (03)9497 4789

Ph 08 85 224 809 JR’S I I AUSTRALIAS ORIGINAL ONE STOP RALLY SHOP

CAR & DRIVER ACCESSORIES

25 YEARS SUPPLYING COMPETITORS BY COMPETITORS

Exciting New Location Sale: 10% - 25% OFF All Goods Quality AUSTRALIAN Products, plus selected imports Shop 7. 475 Burwood Hwy, Vermont South

Tel:(03)9803 4500

240dot)er1997 Darrell and AJ’s huge bias

Onya LP

Dear Sir,

Editorial

Never in my life I have seen a commentator so biased towards a

Editor

team, that he tries to force the Williams team on the rest of the

How prophetic Larry Perkins’ words were in your Primus 1000 preview -“you must be reliable and

/i\/i wf}c^f7^rp(^[?JJ Hassall

motorsport audience.

Te<hn*cal Editor

How dare Eastlake and AJ sug gest that what Irvine did was unsportsmanlike behavior.

Tc- , Glynn Assistant Editor

I hope Michael Schumacher spelt it out for AJ and Eastlake in the

Branagan G-aplnics Co-ordiinator

post-race

i Brumby

Advertising

Schumacher. That’s what you call unsportsmanlike behavior, AJ. And what about Villenueve’s and Williams’ strategy to slow everyone down at the beginning of the race. That’s what you call unsportsman like behavior.

Chiis Lambden

Contacts 89 O'rcng Crescent Caulfield i\'orth VIC 3161

What Eddie Irvine did is called mateship. Irvine is not fighing for the championship, but Schumacher

;PO Bo.x 1010 North Cauifieid 3161) Piione 03 9527 7744 jx 03 9527 7766

is and Irvine did what he was sup posed to do.

Email msMws@ezonlina.com.au Compusefve; 100237.116S

I just hope that Channel 9 leaves all the commentating to the experts, Murray Walker and Martin Brundle. 'They know what they are talking about.

Contributors General Mike Kable, Jon Thomson, Brian Reed, Darryl Flack Ft Joe Saward, Adam Coopei Europe. Quentin Spurring, Ian Bamsey, Gwyn Dolphin US Bruce Smith, Phil Moms NZ. John Hawkins

the privateer class is an imperative part to the growth of Australian motorsport. They too have fans and some are even lucky enough to have financial sponsors. These guys have fought far too hard to secure this backing

Sandy Roberts continually called David Brabham David B.arham throughout the hourly update fol lowing the incident at the cutting with the Audi. It’s not like the name of Brabham is new, or insignificant to Australian, or world motor racing. One of the worst things they did was to continually to refer to it as Brock’s last Bathm-st 1000. Now, Murray Walker and possi bly Richard Hay could be excused for it, because they may not be aware of the real situation. If they had correctly addressed it

-L

®Mocoi^

PuMtsber: C U3rrtbd-er. W:3-.e CU-jr 37-49 Brw.<ns Rd Clayton 3168

Also, this site has an interesting ‘news’ page. Does anyone else know of other motorsports web sites which show live timing, or interesting news updates, as I would be interested in knowing, since I am a bit lazy at times trying to find them. Justin McCowan via E-maul

Seven very much mistaken Dear Sir,

NDD Ud paniisr.c'd t.v MCTC.kiPORT NEWS n ; I cvXJyT.gt't rnc%' roi be reptodLirt-d ;n fuiJ or in l

v.-nuenpermisiionofthc ; ipu.’v^Ke' K-elxfice ■,c.-ia:f.utio.ni jr.“'.-.■elcome. ; jna .vhJe core w.;: be take.n. Aospaiasian i Ne»v3 P:/ iuJ coc-s not accept , ;re^pon^.C’Nry ro.' Or»fVe{ge or lo>s of material ; s-ubm tie<3

Thumbs up for Ten Dear Sir, Well, I sat through the whole of Ten’s coverage of the Primus 1000 Classic and had to admit that, over all, the event was extremely well covered. With the exception of the majori ty of the privateer entries, the big ger teams received plenty of atten tion, which they undeniably deserved. But surely it must be possible to give every entrant a couple of min utes of exclusive fame during such a long telecast, particularly those not running up front. Ironically, it was the big boys who self-destructed in short order, providing the underexposed priva teers with the opportunity to make it into the top ten when it really counted and enjoy the odd mention, or two. Well done. Ten, but let’s not forget the bulk of the field in future telecasts. Ian Moorhouse

Don’t forget the troops

DlSXrCDaTM Vy?

Brain McCulloch

Enfield, SA

Fairfield, VIC

If there is anyone interested in knowing this, on www.fl-live.com you can find live timing of practice and qualfying on Friday and Saturday of FI cars, vidth live times for the warm up on Sunday and a two lap delay for times during the race. Using this, I know the results of races hours before Channel 9 in Perth shows the race.

nOTOCSIKMT HEWS i: puf/fihed liy AusfrjJiKfan ; Pr/ act ACN No 060 I 79 928 C LmoGC-r? D A Glyun

A short note to voice my disap pointment with the coverage of the AMP 1000. I am a V8 fan through and ,, , , , i i through, but thought I d have a look at the race anyway.

m f/otoYSpon. are fXjf nec-.-.ic? rh-oso of \<0(vV5p0fT Nfv/s Lid X 'xOti t ‘ f-'';r?rrr'yT*ded anP maenTjm pf’ce or>/

PRIVATEERS, such as Reed and Ashby, also need coverage.(Morris) to be treated with such contempt as was shown to them and their spon sors over the weekend’s broadcast. Channel 10, the now Kings of Motorsport, have done a wonderful job this year, supplying professional coverage of the races to date. Let’s hope, however, that they too don’t make the same grave mistake our friends at Seven have. Steven Saunders Five Dock, NSW Dear Sir, I watched the AMP Bathurst 1000 telecast with interest and was disappointed with the result. The race itself wasn’t brilliant, but the telecast was an absolute shocker. Firstly, let me say that, despite the fact that I didn’t particularly like Mike Raymond, the telecast really missed him. Garry Wilkinson looked like a fish out of water as the anchorman, despite all the years he’s worked at the event.

as Brock’s last AMP Bathurst 1000, then they would have been right. But isn’t the Primus 1000 still a Bathurst 1000? But, is this to become a made-fortelevision only event, where the size of the crowd doesn’t matter, because it sure didn’t look like there was much of a crowd there. Finally, to the BMW team. Who allowed Craig Baird to stay in the car for too many laps? It wouldn’t have happened if Frank was still there! This is a shame, because Baird drove well to maintain the speed and consistency for that long. I think BMW might have been lucky to hold onto the win with the second car, which was driven bril liantly by the Brabhams, because there seemed to be a lot of oil com ing from the car. I wonder if, had one of the Mondeos or Hyundais been blowing that much smoke, the officials would have allowed it to continue? Brett Swanson Craigiebum, VIC

Dear Sir, There can be no doubt now which is the “people’s” race at Bathurst what a crowd. However, that’s not to write off the earlier race, either. Judging by the comments coming from both parties, both races are here to stay and, as long as they are further apart, isn’t that good news for me? I’m a motor racing spectator, often forgotten about, but one of those who at the end of the day pays these teams’ bills. If you want an opinion about the Channel 10 broadcast: not a bad job first time around, caught most of the incidents, but didn’t really fol low the story of the “second” race, the privateer one. A surprising number of us are interested in what happens to the “battlers” (although anyone with the money to race there at all can hardly be called that). Obviously the front cars have big sponsors and need the coverage, but the rest are worth more than they got. Michael Patterson via E-mail

By Barry Foley

Subscriptions SI05 AS 160 AS I 70 ASI80 AS 200 AS2I0

P.asr Of tax to address atxive. Bankcard. '/ISA f/asterewd, Amex accepted i

03 9527 7744

were focused on Brock! Ah, Hello! It’s time the Seven Network’s Executive Producer realis6d that

coming over the air, about who they were about to cut to etc.

Dear Sir,

PtKJtographers. LAT. Dirk Klynsrnith, Zoom Photog.'aphics, Neil Hammond, Nigel Diana Snowdon, Brad Steele, Tony Glynn, Thunder-Pics, Marshiall Cass,

ADVERTISING WORKS.; i IT’S THAT SIMPLE! | j Call Gerald McDornan on

cars? And what about the priva teers? They were basically ignored. Even when Garry Wilkinson was giving one of the privateers a welldeserved overview, the cameras

Also,from time to time, you could hear the director’s instructions

Net gain

Ken Ferguson, ScotrJug Super Speedway Martin Claik (USA), Brett Swanson Karts. Ian Salvestrin. Allan Roark, Graeme Burns, Edward Krause

, 11 yen - Zb i.svjes) A uitrj' 2 ■ O/f-f'erfS (At Ma.1) ! Me*' Zealand, FTs'G ■Kfeiaysia l.ndooesa -pines. HK. Japan US, Ca-nada

Were there more competitors than just the front two or three

Satish Chand via E-mail

1 Michael Artweli, To.ny Millard (UK) Rally Pete; Whitten Drag Racing. Gerald McDornan, ; Greg Ward, Jon 7\sher (USA), Dave Osraszewski (USA), NiO. NicholBS, Steven 91/h/te,

Mike Harding, Brisbane Motorsport, Fran.i- Midgley, John Boshei, Phil W'lHrams, .Mike Patrick (UK)

To say I was disappointed at the coverage would be an understate ment.

Motorsport News, congratula tions on a job being well done and I especially enjoy the Box Seat by Joe Saward.

Speedway Dennis Ne-.viyn, David McNabb. Wade Aungei, Geoff Rounds. Mark Neale, David Lamont. 'Chris .Vtercalf Sue Hobson.

to. Jf/?

what

race, Villenueve swerving all over to the other side to block Michael

Administration

Villenueve did at the first pit stops. That’s what you call unsports manlike, AJ. And what about the start of the

Advertising f=Sars*ger Geialci McDornan

interview

a 161 or fax to 03'iSVi? 7766. Preference will be given to lyped. brief letters The stair of Motorsport News does not necessarily agree with opinions express by readers.

be able to drive the car accurately. Once you have these two you can couple them with speed...” Good one, LP. Maybe the rest of thenm will cotton on sooner or later.

This year our tyres won Bathurst

1st 1st 1st 1st

times

01^ at 0roilî0ii HMr Cliis% iai^ Boys Of BroillietmB aaiâr/M^kifi^l^^ ●» 900 itotarsport HU Challei^ Bitca";^ iiîlle ^3^ NinifBl00O CiaîÔutil^:^ PeiMi^lli^ll Stertnflten/Ga^^lSd^MMitiiis 1000 Cl^sk Frivateers

»* r St

■ ^

’V -

->-4 t

.-jt.

. }

T * O

VIC:^ Stuckey Tyre Service ^ Ph; (03) 9386 5331 Fax; (03)'93#3 SA: Tbe Mag Wheel Centre , Ph: (08) 8269 4100 Fax: (08) 8269 7B0S

C’

NSW;: Stuckey Tyre Service Phi(02) 9676 Fax: (02| 9676 S3O0 QLD: Road &;Race Spare Parts Ph: (07y 3279- T533 Fax; (07) 3376 5804

■

' -Jc”': 'tt

Find us. on internet: http://www.stuckeyxoni.au

WArKostera's Tyre Service ; Ph;?(09i 293 3500r Faxr^|0%^3:i355

TAS: Bob's Speed Shop Ph;(0:^*6273 7555 Fax; (0376273 7666

Peter Brock signing off.

Congratulations on a fantastic career, Brocky. Thanks for making Bridgestone your signature brand of tyres.

SmuaESTone THAT’S CONFIDENCE

iifri’-tKxi