Motorsport News Issue 115 - 5-18 December 1997 by V8 Sleuth

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Wayne back in a V8 Commodore after Larry throws lifeline t

By PHIL BRANAGAN

WAYNE Gardner will be rac ing a V8 Supercar in 1998 after all in a fourth Perkins Engineering Holden Commodore. Gardner and Perkins agreed terms to the deal last week and Gardner’s Coca-Cola VS was sent to Perkins’ Melbourne base where it is being rebuilt for the upcom ing season. The team Will run the car along side the Castrol Commodores of Russell Ingall and Perkins and the Castrol Cougars car of as-yet unnamed drivers. Gardner has retained the back ing of his 1997 sponsors. Coca Cola and Donut King, but at what has been described as “at a lower level than this season”. The four cars and all the team’s equipment will travel in two team pantechs; Perkins’ existing unit and the ex-WGR Freightliner that Larry took delivery of last week, along with the race car Gardner and Neil Crompton drove in the Primus 1000 Classic. And, in a return, after a year on

Yokohama tyres, Gardner will probably join his Perkins col leagues (rather than teani-mates) on Dunlops. Gardner is believed to have approached Perkins and asked for a cost analysis to run a single car just prior to announcing the closure of his own team last month. Since Perkins Engineering already has such a large infra structure in place to run three cars, a fourth car represented a small jump, so Perkins’ costing was received very favourably. Gardner was in Sydney last week to keep an eye on the sale of parts from his Wetherill Park fac tory, which is said to be going well. h. Much of the team’s equipment has already gone, while the sec OJ ond car (which -3was driven by Paul Stokell, io Peter Bradbury i Kl \o and Anthony iO Tratt at Bathurst) is still m yet to find a new O home. "st

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VT Commodore on trade for SATCC debut WORK continues steadily at both Holden Racing Team and Perkins Engineering on the rac ing versions of the Commodore VT. The teams are working jointly on the development of the car, which is expected to start track testing mid year, possibly in June. It is possible that the teams will race the new cars in the final three rounds of the Shell Australian Touring Car Championship. Perkins said that the two outfits, usually arch-rivals on the race track, had reached a high level of co-operation in the development of the car. “The level of communication has been very healthy,” he said. “With the commitments HRT has had in the past, it has sometimes been difficult for them to ‘prototype’ a car successfully. Doing it this way is working out very well.” Perkins Engineering received the car just prior to leaving for Bathurst. , “There are plenty of detail things to work out,” he/said. “We have to ensure the front suspen sion works effectively inside the inner wheel arches and things like that. “Mechanically, the car will be the same as the current (VS) car, but the VT is quite a bit wider and a lot stiffer than the existing ■ Commodore. The rest is just carry over.” But one area Perkins is not ready

■ Jeff Grech is back at work. The HET team manager returned to the Clayton base^of the outfit last Wednesday and was due to attend a test at Calder yesterday(Wednesday). Neither Grech nor anyone else has left the team, nor is MHRT taking on any new members apart from driver Mark Skaife, who has already driven his 1998 race car. ■ Daryl Beattie is taking a year off. The fonner Suzuki 500 rider will sit out the 1998 season after failing to find a competitive ride, and wdl look to continue his GP career in 1999. During his ‘lay-off the Queenslander may race on four wheels, with a GT-P drive a distinct possibility. ■ With BMW’s withdrawal from racing in Australia, fonner Renault Sport engineer Eric Faron, who was working with the BMW team on the Gold Coast,is expected to join Prost Grand Prix. ■ Peter Fitzgerald is now offi cially the 1997 Australian GT Production Car Champion. A CAMS Eligibility Committee hearing last week formd that the camshaft taken from the wan ning Porsche was identical to a standard unit provided by Porsche Cars Australia.

TAKING SHAPE... A VT prototype undergoes preparation at Larry Perkins’ workshop. to ‘sign-off is the matter of the class, we should have wishbone front suspension. suspension, but in saying that I am Despite reports that the VT conscious of the existing rules, would carry over the VS’s “But the rules also state that we McPherson struts, LP is still keen should be able to run an indepento ^ee a Falcon-like wishbone sus- dent rear end, since more than 25,000 VTs have them. pension approved for racing. “I won’t concede that we’ll come “Ford wall say that that shouldn’t out with the McPherson strut- and be so; they want us to follow the that’s my opinion, not necessarily existing rules at the front but Holden’s. ● ‘break’ them at the back. It doesn’t “For the long-term parity of the make much sense.”

(Photo by Tony Glynn)

Perkins is confident everything will be ready for the mid-year debut. “Homologation is straightforward and CAMS do a good job at that. If we do our homework it’s crystal clear. “If we want to run it at Bathm-st we would have to run it at a num ber of Shell rounds. That’s a good idea.” -PHILBRANAGAN

Brazilian Agreement close on driver for control tyre series F.Holden THERE could be a Brazilian on the grid for the 1998 Formula Holden Gold Star Championship. Carlos Velez, who has contested a handful of Indy Lights races, ib talking with his Brazilian sponsors about the possibility, hav ing been in Australia and taking in a couple of rounds of the 1997 series. According to Motorsport News’ sources Velez, currently instructing at one of the US Skip Barber Driving Schools, believes he is better off securing a deal for the full Formula Holden series than contesting oceasional Indy Lights races. Velez is one of a number of drivers current ly negotiating drives with the leading Australian teams such as Birrana, Arthur Abrahams’ NRC International and Simon t 'Hardwidge Racing. Kiwi Scott Dixon, Darren Edwards and Formula Ford Champ Garth Tander are among those stiU negotiating drives. At the same time. Swede Lars Johansson is reportedly heading this way with a Reyuard 94D for the 1998 series, along with SA Formula Ford racer Steve Kelly, who recently acquired a pair of 94Ds. 1997 series runner-up Jason Bargwanna is also a possible starter in 1998. While his tour ing car aspirations take precedence, HRT’s Young Lion hasn’t ruled out a return to the open-wheeler category. - CHRIS LAMBDEN

A CONTROL tyre serieswithin-a-series for Shell Australian Touring Car Championship privateers is close to agreement. While the interests of a handful of non-Level 1 teams who currently have ‘open’ tyres available to them may cloud the issue, 17 privateer teams have signalled their intention to contest the pro posed six-round Privateer Cup. A further dozen have indi cated they will contest up to six rounds if- and only if - a Control tyre privateer catego ry is adopted. In a further boost for the concept, Yokohama has sig nalled its interest in supply ing tyres for the competition ^ addition to Dunlop, which supplied the rubber for the first such Control tyre race, at Bathurst. Competition in seeking the contract is expected to boost the overall value of it to the privateer competitors. The late concern centres upon the role of the leading privateers who have to date enjoyed preferred tyre supply and who ran as ‘Special Level 1’ at Bathurst.

Peter Doulman Of the six who did so, John Trimbole’s team has quit the category and at least two oth ers have indicated a willing ness to join the Control tyre category. The remainder are, howev er, seeking to still be consid ered as part of the privateer contest. As^ Motorsport News closed for press, the TEGA Board was considering a compromise solution which would see the Privateer Dash open to free tyres (thus incorporating the Special Level 1 cars), with the three SATCC races incorpo rating the strict Control tyre category. However, the privateer con testants with whom we spoke with were unanimous in thenrejection of the idea:

“It’s 17 to 2. Let’s consider the majority,” was one typical i-esponse. “If any privateer wants to take the open t}rres and take on the big boys, then let them. We shouldn’t be compromising the main privateer show in any way.” There are even suggestions that Control tyre privateers would decline to start in the Dash if it was iim for the sake of two or three open-tyred cars. Leading privateer Peter Douhnan was central to lobby ing for the control tyre series in recent weeks when it appeared that the concept would be dropped due to lack of support. Doulman supports the con cept of drivers nominating the six rounds of the SATCC they want to score points from before the start of the series to reduce the commitment of having to contest all 10 rounds. TEGA Administrator Ken Potter said on Monday that he hoped the matter would be finalised within the next few days. - CHRIS LAMBDEN

■ Wajme Ford has taken out the Australian Formula Two series. The Victorian held off Brian Sampson for the title by a single point after finishing sec ond and third in the two races at Phillip Island last Sunday, despite striking mechanical problems on the final lap of the second race. ■ Neville Haley has taken out the HQ Nationals title. The red hot Victorian took out the 15-lap final of the Baskerville event from Queenslander Dale Youd and local Shaun Kelly. Local 17year-old Josh Beecroft stan-ed in qualifying with pole position. ■ At the same meeting, Jason Cutts took out the Formula Vee Nationals. The Sydneysider piloted his owm Jacer chassis to a win in the final after Bill Burfitt and Frank Haire tangled on the final lap. ■ Suzuld GP discard Anthony Gobert is prepaiing for his first test with the American Vance&Hines Ducati team. At Oran Park last weekend Gobert, sporting a platinum blond mop, said he loved competing so much that “I’d ride for nothing.” ■ Peter Brock has issued a statement regarding the retire ment ofthe 05 Commodore at the Primus 1000 Classic. He and the HRT team have said that the stoppage w'as in no way related to the cai-’s MoTec engine man agement system. ■ Honda has signed a threeyear deal to be a ‘platinum’ spon sor of the IndyCamival on the Gold Coast. Honda will be the official vehicle supplier for the event, to be held from October 15-18. ■ Baskerville Raceway will host a meeting on Febniai^ 22 to celebrate 40 years of continu ous motorsport. The Hobart Sporting Car Club is asking any one who has raced at or been associated with the track to sub mit film footage, newspaper clip ping or photos, or information about cars or drivers who have competed there. They can be contacted on (03)62 471037.

5December 199/

n Peugeot Sport has confirmed Paul Radisich as Tim Hai-vey’s partner in the BTCC next season. The 35-year-old New Zealander has not figured strongly in the series since Ford’s last victoiy in 1995. n Anyone wanting to attend CAMS’Victorian Motorsport Awards Dinner better be quick. To see Peter Brock and Craig Lowndes at the Camberwell Civic Centre tomon’ow (Friday) night you’d better call Penny Swan at CAMS on (03)9593 7732. n If anyone offers you a cheap Momo steering wheel you can go one bet ter. The Canberra Speed Shop had $15,000 worth of wheels and hubs stolen recently and owner Ray Gulson is offering a reward to anyone who helps finger the baddies. Gulson can be reached confidentially on (018)628 677. n Jason Bargwanna has been filling in his off season with some Jetsprint racing. Bargwanna has been hanging onto the 1500 horsepower ‘Aussie True Blue’ boat in Perth and Goolwa,SA over the last two weekends and will be taking his place in the series when it moves to New Zealand next month. n Gene Cook will be one to watch this Saturday. Cook returned to the Goodyear Thunderdome on Sunday for testing and felt right at home straight away. Within 10 laps the Austoil Ford 'Thunderbird (see page 21) was right on the pace, ninning mod-28s laps with ease. n Borland Racing in Melbourne is having an open day at its Melbourne headquarters. If you want to see the latest in Formula Ford technology being'put together and meet former Spectrum stars Jason Bargwanna and Darren Hossack be at 56 Industrial Drive, Braeside on December 13 between 10am and 3pm. n Put that helmet down Barry; the FIM has made a move to ensure that 125cc GP racing remains the providence of young riders. From 1998 the maximum age for new rid ers in the tiddler class will

be 25.

MN shifts up a gear

IN the quest to bring Motorsport News’ readers all the news faster we have changed our e-mail company. Our offices will now rocket through cyber space at a Gugelmin-atCalifornia-like 56Kb/sec thanks to a new modem. From this issue our Email address is: msnews@corplink.com.au Our CompuServe address of 100237,1165 stays the same.

Oran Park SS bid under fire By JON THOMSON A BID by Oran Park to host all four rounds of the Australian Sports Sedan Championship in 1998 has struck problems after a challenge by Lakeside promoter David Harding. Oran Park had hoped to have all rounds of the series next year, but the Brisbane circuit has protested, claim ing it was never offered the opportunity of bidding for a round. However, the Australian Sports Sedan Association is stipulating a minimum of $10,000 per round in prizemoney, which is what the association has been promised by the Sydney cir cuit, and it will demand that this be matched by any other circuit wishing to host a round of the series. ASSA president Bill Emeny has said that Oran Park offers other advantages apart from prizemoney.

He cited its central loca tion for both Victoi-ian and Queensland competitors and guaranteed TV coverage on SBS Speedweek as other benefits of having the title at the Sydney track. One impediment to the Oran Park plan is an appar ent ruling by CAMS that national title series should not be held at only one cir cuit. But there may be dispen sation granted to the Sports Sedans based on the fact that they are not one of the major national cate gories. Oran Park was the track at'which sports sedans rose to prominence in Australia during the 1970s when the Toby Lee Series rivalled the Australian Touring Car Championship for popularity and prestige. A decision on the Oran Park proposal is expected some time in the next ten days.

Master Courtney

ELF MASTERS... James Courtney(above) was in top form while newly crowned Jacques Villeneuve (below) waved to (Photos by Chris Dixon/LAT Digital) the huge crowd in Paris.

SYDNEY driver James Courtney scored an excellent fourth place . against ^the world’s best Forrhula Super A pilots at the prestigious Elf Masters karting event in Paris last weekend. Tyrrell driver Mika Sale won the race for F1 drivers. For more details see Fag'S 43.

GP for Cuba? Top Award By JOE SAWARD

NIKI Lauda has revealed that he has met a delega tion from Cuba and is supporting the idea of a Grand Prix on the streets of Havana - with the intention to hold the race in the year 2000. Cubans are traditionally big motor racing fans and there was a regular Grand Prix in the late 1950s. The first event, held in February 1957 on the famous Malecon Avenue, which mns along the waterfront in Havana, was won by JuanManuel Fangio. The following year Fangio was kidnapped by Fidel Castro’s guerillas and forced to miss the race! The event attracted a crowd estimated at 200,000 people but it was a disaster as local driver Armando Garcia Cifuentes crashed his Ferrari into the crowd.

killing six and injuring 30. The revolution the follow ing January forced the can cellation of the 1959 event but a Freedom GP of Cuba was organised at the,Camp Columbia Airport in 1960 and was won by Stirling Moss. Thereafter the Castro regime showed less interest in the sport - which was rather too capitalist for the President’s increasingly com munist views - and the last races were held on the Avenida del Puerto in Havana in Jxme 1962. Thousands of Cubans later fled to Florida where they played an important role in establishing the Grand Prix of Miami and later the racing circuit at Homestead. It had been thought that racing would not return to Cuba before 70-year-old Castro leaves office but the country has been struggling financially since the collapse

of the Soviet Union, on which Cuba was heavily dependent. Recent years have marked a liberalisation of Cuban pol icy, with private enterprise and foreign investment now permitted. The country has put a lot of emphasis on developing its tourist trade, which generat ed $850m ofincome in 1995. With America continuing to try to undermine Castro and isolate Cuba - the Helms-Burton Act allowing for foreign investors in Cuba to be punishable under American law - rebuilding the country is currently being funded largely by the Canadians and the Spanish, which have invested in hotels around the country and in the construction of a third terminal at Havana Airport. A Grand Prix would obvi ously boost tourism in Cuba, but whether Castro will be willing to pay to get FI is quite another matter.

New Reynard F1 site

This is the new Reynard Formula 1 team factory taking shape in the UK. Team sponsor/partner BAT is making an announcement about its future FI plans at the time of going to press. inotobyLATnigUai)

wide open

WITH voting due to begin shortly, the field for the 1997 Australian

MotorSportsman of the Year is wide open. Whereas there was clearcut victory last year for Craig Lowndes, nobody has domi nated V8 racing this year in such a dominant fashion, opening the way for a num ber of drivers from other cat egories to feature in the nom inations for the top MotorSport Award. Shell ATCC champ Glenn Seton must be among the contenders, while Larry Perkins’ Primus 1000 win puts him in there, along with co-di’iver Russell Ingall, who was also an SATCC con tender right to the end. Former double award win ner John Bowe was also right in there as the SATCC came to a close. Super Touring Champ Paul Morris, Formula Holden aces Jason Bright and Jason Bargwanna and Formula Ford Champ Garth Tander all come into the frame. Also in contention ai-e the Aussies who have made their mark overseas - F3 star Mark Webber, World Kart Champion James Courtney, Craig Lowndes (F3000) and even Jim Richards who, as recently as last week, raised NASCAR eyebrow's with a stunnmg showing in Japan. The voting panel for the top MotorSport Award is made up of over a dozen for mer champions and motor sport observers and their decision is likely to be a close one.

Other awards will honour leading Circuit racers, Drag racers. Rally drivers, Speedway drivers, Super Speedway drivers. Young Achievers and International Achievers. As well, the MotorSport Personality of the Year, voted by the readers of Motorsport News (see page 8) will also be announced. The Australian MotorSport Awai’ds is a joint promotion by Motorsport News and CAMS, with sup porting sponsorship from Shell, the Qantas Australian FI Grand Prix and Hotel Sofitel. The fourth Australian MotorSport Awards dinner will take place on Friday evening, January 30 at Melbourne’s five-star Hotel Sofitel, preceding that week end’s opening of the 1998 motor sport season at Sandown, which includes the opening Shell ATCC round. The motor sport public are invited to attend motor sport’s big night of entertain ment for which the nine MotorSport awards provide the evening finale. An additional one-off high light this year will be a spe cial presentation to mai’k the retirement of the racing number ‘05’ with Peter Brock’s I'etirement. Full details on how you can reserve your seats and join Australia’s leading teams and drivers for their gala night can be found on page 11. Book now as seating is limited to 606.

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BMW drops bombshell By PHIL BRANAGAN

THE Australian Super Touring scene was rocked last week with the news that BMW Motorsport Australia had withdrawn from racing. In a decision made by BMW Motorsport in Germany, the company has withdrawn to concentrate on its introduction of “a major new model” (the new 3series) and on its return to Formula 1 in 2000. “The decision not to partic ipate was not easy to reach,” said BMW Australia’s Managing Director Uwe Hartmann. But Hartmann pointed out that the withdrawal may not be permanent. “We regularly review such matters and if the forum exists in the future, it may be possible once more for us to compete iri Australian motorsport. “Even without BMW offi cial participation in 1998 we are sure TOGA Australia has the foundations of a world competitive series with Australian Super Touring. “We can take considerable satisfaction in the fact that, since playing a pivotal role in the establishment of Super Touring in Australia as the first manufacturer to enter a team, the competition has become intense and exciting. “Of course, it is even more satisfying to have seen our team succeed so convincingly in the face of that competi tion this year. “Certainly the results at Bathurst proved that the Australian teams are the match of their European counterparts.” BMW Motorsport Australia won everything it entered dui'ing 1997.

International plans in the pipeline

FAVOURABLE... BMW Motorsport boss Reudi Gmeiner. Geoff Brabhapi and brother David won the AMP Bathurst 1000, Paul jMorris won the Australian Super Touring Drivers’ Championship (his second championship in three years) from teammate ; Brabham and BMW also won' the Manufacturers’ and Teams’titles. During the course of the 1997 Championship, BMW Motorsport won 10 out of 16 races with seven to Morris and three to Brabham. The team secured all but one of the pole positions for the 16-race series. BMW also won the Drivers’ and Manufacturers’ titles in the 1994 and 1995 Australian Super Touring Championships. The BMW symbol is one of

Scifleet i to test F3 in UK .

the most identifiable - and successful -in the sport. Apart from a four-year involvement in Super Touring racing, the team has a continuous presence in racing going back to 1981 with the 635 which competed in Group C trim. The Australian withdraw¬ al is the latest in a down-siz ing of BMW’s Super Touring commitment in recent years. The firm pulled out of the BTCC two years ago and its decision not to continue its South African progi'am was instrumental in that series’ demise. The firm is now left with programs in the German, Italian and Belgian series as well as a works-backed GT progi'am.

Germany) are still with the team and, it is believed, have been offered positions within BMW Australia’s service network.

MEANWHILE, the future of the BMW Performance Driving Centre looks like being with another manu facturer - Mercedes-Benz. After a seven-year association with the facility, BMW Australia will not extend the relationship next year. Instead, the company will develop a new facility which will be portable enough to be able to conduct train ing in different capital cities when required. “In line with the German example, we will be able to be close to our clients,” said BMW spokesman John Kananghinis. The Norweil site, which is jointly owned by former BMW team manag er Frank Gardner and TOGA Australia partner Terry Morris, will feature Mercedes-Benz support from next month.

BATHURST KINGS... BMW scored heavily in the Bathurst TV coverage (see page 18)

RDC vows to fight back

By JON THOMSON

PHILLIP Scifleet left for England this week for some testing, including a Formula 3 familiai-isation. The 19-year-old from Sydney flew to the UK with Team Australia manager Rob McLean to test a Formula Opel, a Formula Renault Sport and the F3 next week. The first test, in the Formula Opel run hy Rowan Racing, was due today, fol lowed by Haywood Racing’s Renault at Donington on Monday. After a seat fitting on Thursday at TOMS GB’s headquarters, he is due for an 80-lap session, also at Donington. Scifleet, who was a consis tent front-runner in his FF Spectrum this season, secured the tests with a strong performance last month in Macau, in his first drive in a Foi-mula Campus. -PHIL BRANAGAN

BMW Motorsport Australia will not than that, I cannot make a com be running in the BOC Gases mentt” Australian Super Touring German sources suggest that the Championship next season, but the team will continue with support from team may be carrying on - in some BMW Motorsport, following their form - in 1998. three championship wins and Bathurst result this season and a Speculation is high that the team wili soon be relocated to another city very favourable end-of-season - probably Melbourne - where it will report from Reudi Gmeiner, who reviewed the team at Amaroo Park. operate on a different program to what it did in 1997. Williamson was also keen to point The team is believed to have a out that BMW would continue to sup port the Independent teams that are number of options open to it and is waiting for word from Germany as to committed to run the cars next sea son. what the program will entail. The Bathurst 1000 is likely to be “BMW has always supported its privateer competitors and that will the centrepiece of the effort. The Great Race is likely to be certainly be the case in the future,” he confirmed, backed up by either a full or partial attack on the South-East Asian fhis could also mean that a priva series and/or a comprehensive test teer outfit may well receive a boost via the local team to allow it to oper program here in Australia. ate as a ‘semi-works’ team, without Team manager'Lyall Williamson would not comment on the rumours taking on the appearance of a BMWlast week other than to say “the supported outfit, BMW Motorsport Australia’s nine future is not yet clear”. “There are still come things to be employees (who are contracted worked out for the future but, other ^directly by BMW Motorsport in

wake of the Club’s AGM last week. “I am certainly tired of the growing politics in motor sport, but it seems like our sport is not the only one affected by this. “Motor racing is going through a ten-year cycle and, while I don’t expect to be around for the next cycle of problems, I will definitely see this one out,” he said. Stibbard is believed to enjoy strong support from the newly re-elected ARDC board which has seen two new merabers appointed-

ARDC general manager and veteran Bathurst 1000 race director Ivan Stibbard says he will not walk away from the club’s massive problems and has scotched rumours that he “wanted out because of the pressure and poli tics”. Stibbard’s position, according to industry rumour, has been under threat for some months as a result of the deep rift between the ARDC and Supercar VS'racers and the Bathurst lOOO situation, but Sports Sedan campaigner the man who has organised Ron O’Krien for the first time the Great Race for almost a and former club president quarter of a century says he Damon Beck. President Colin Bond is not a quitter and enjoys retained his position after a strong support from the board. year which saw the club “The last thing I would do incur losses of almost is walk away from the club i $900,000 due largely to its when it is in a situation like commitment to the Eastern this; we came back after Creek facility in Sydney, Club members voted at the problems ten years ago and we will work this lot out as AGM against a proposal to well,” said Stibbard in the sell the Club’s Amaroo Park

ARDC General Manager Ivan Stibbard facility to help finance the losses, instead calling for in another meeting February, at which time the board will table a business plan for the club to trade its way out of trouble. While the Amaroo Park sale was rejected, Ivan Stibbard says the sale of the Annangi'ove facility is not off the agenda. “The board has to go away and do its sums and come up with some solutions, but I

believe the sale of Amaroo either in part or full will play a role in that,” Stibbard told Motorsport News. “I think it is a matter of the board putting a better case to the members. “I think a lot of members voted with their hearts and not their heads, but that is the way it is.” One possible scenario could be the sale of six rural five-acre blocks on the Northern side of the Amaroo ciz’cuit which could net the club up to $1.5 million. However, this in itself could work against the longtei-m future of the track with future residents applying pressure because of noise from the track. Members rejected the Amai'oo Park sale proposal on the basis that, as it was not the facility which caused the club to go so deeply into the red, then it should not be sacrificed. One area the ARDC board is looking to change in par-

ticular is in the relationship the club currently has with the drag racing community. “We will be looking to build bridges with the drag racing community,” said Damon Beck following his election. “Drag racing is going to be a major element in ensuring Eastern Creek pays its own way and we have to build on this area of operation.” The monthly street meets at Eastern Creek are believed to cover almost 50 percent of the club’s standing costs and these, along with major drag meetings, have been the only forms of motor sport which have regularly drawn big crowds at the Sydney track, it is believed that the idea to build a new stand-alone drag strip will be part of the new business plan as the costs of cleaning the circuit racing track surface of chem icals used for drag racing traction amount to more than $500,000 a year.

SOecsmberWSI

n Ralf Schumacher’s race engineer Andiw Green is leaving Jordan, which has boosted its technical team by hiring TAG Electi-onies software boffin Mike Wroe to be the head of its new electronics department. n Tlie worst kept secret in Formula 1 will be offi cially announced this week in London with the tie-up between British American Tobacco, Reynard Racing Cars and Tyrrell expected to be revealed. n Spain’s Pedro de la Rosa and Denmark’s Jason Watt have both been mentioned as possi ble candidates for a Benetton test drive in 1998. Watt is expected to continue in Fomula 3000 while, having won the Formula Nippon series, de la Rosa has nowhere to go except FI. n Stewart has lost its backing fi’om the Malaysian Tourist Board but rumours that Texaco is considering withdraw ing may be somewhat wide of the mark as the oil company’s involvement in Ford’s motorspori pro grams should keep the deal alive. n The likelihood of a test at Kyalami in February has faded with the teams unable to agree unanimously to let the session take place. Teams which will not have their cars ready in early February are against the idea as it will give the opposition an advantage. n Benetton’s dramatic new windtunnel- which is believed to have the capability to take fullscale cars - was originally due to be opened last autumn but this has been delayed several times. There were plans for an official launch in January but we understand that this has been shelved. The word in Enstone is that the tunnel will not be up and ranning before August - a year behind schedule.

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Is Goodyear really out? By JOE SAWARD

ALTHOUGH Goodyear has announced that it is puBing out of Grand Prix racing at the end of 1998, we understand that there is already a movement within the company to reverse that decision. Goodyear had shocked the FI world with its decision, which the company said was made because of rising costs and new regulations. But pressure is coming from dealers in Europe who feel that FI is very important for their sales. There is also a body of opinion within the company which believes that a total withdrawal would be a strategic disaster as the com pany will be surrendering deals with the top teams which might take years to re establish if the companydecided to return. Goodyear currently has contracts with - and pays five major teams: Williams, Ferrari, McLaren, Benetton and Jordan. Sauber and Tyrrell pay for their tyres. With such a strong line-up, Goodyear was able to prevent

OUT OF THE GROOVE... These are Goodyear’s treaded F1 tyres, the introduction of which were said by the company to have contributed to its announced withdrawai. (Photo by Allsport) Bridgestone from scoring a single win in 1997. Now the situation has changed and one interpreta tion of the Goodyear announcement is that the company does not actually have any intention of leaving the sport in 1998 but wants to concentrate only on the winning teams such as

Wilhams and Ferrari. In order to meet the FIA regulations, the company could also sell tyres to a cou ple of mid-field operations, such as Sauber and Tyn-eU. The announcement that Goodyear is pulling out will send the other teams running into the arms of the opposi tion - without Goodyear hav-

ing to pay severance money. The redistribution of Goodyear money - with two teams getting the money which was previously divided by five - would guarantee their continued loyalty with out increasing Goodyear bud gets. If all this can be done quickly and quietly,

Goodyear would not need to become embroiled in an expensive bidding war which might be expected between Bridgestone and Michelin in the next few months. If this is the strategy, we would expect to see some early defections from Goodyear to Bridgestone with Jordan and Benetton thought to be the most likely to make an early move, hop ing to gain an advantage by running Bridgestones in 1998. There have been rumours for some months that both teams want to switch to Bridgestone in 1998 but were warned off by Goodyear. With Goodyear pulling out, the teams may claim that they ai'e free to move - which may be exactly what Goodyear wants to happen. Jordan’s connections with Mugen and Damon Hill would make a move to Bridgestone logical for the team, but if this is to happen the team would need to start work with the Japanese in the next few weeks. This might help to explain why Walkinshaw does not want Hill to test for Jordan until January ...

Portuguese GP in more trouble

FI teams give youth a chance

THE Portuguese Government’s financial review body has thrown the future of the country’s Grand Prix into uncertain ty by rejecting the deal done between the government and the former owners of the Estoril circuit. The Grand Prix was dropped from the 1997 World Championship because upgrading work had not been done and the race could only return if the work was finished in the first few weeks of 1998. The Court of Accounts has now blocked all

A LOT of new faces are on show this week with several FI teams trying out newcomers. At Barcelona on Monday and Tuesday, Williams tested four up-and-coming stars, notably Formula 3000 race winners Colombian Juan-Pablo Montoya and Frenchman Soheil Ayari, plus Brazilian Max Wilson and Renardt favourite Nicolas Minassian. Minardi is holding a similar test with Tarso Marques.working with a modified M197 while fomdrivers will share a conventional 1997 car. These will be Italian F3 Champion Olivier Martini - brother of former Minardi driver Pierluigi Martini - Argentine youngster Esteban Tuero, Frenchman Laurent Redon and Denmark’s Tom Kristensen. And at Silverstone, Jordan is giving Pedro de la Rosa the chance to shakedown its Mugen Hondapowered 1998 development car. -JOE SAWARD

payment to contractors working at Estoril because contracts were awarded without competitive tender, the government having decided it was an “emergency” situation. Stopping the building work and having a bidding contest is likely to delay the upgrad. ing and the FIA deadline may be missed. The country’s new Economy Minister denied that there would be any problems get ting the work done on time. - JOE SAWARD

BIG CHANCE... The four drivers tested by Williams this week - Max Wilson, Juan-Pablo Montoya, Soheil Ayari and (kneeling) Nicolas Minassian. (Photo by LATDigital)

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Porsche ace into tourers V

SDecsmber 1997

1^®0®[FSU)®[79^

PORSCHE Cup winner D’arcy Russell is moving into the V8 Supercar ranks. The Melbourne business man has bought a Commodore VS from Malcolm Stenniken. Russell took deliveiy of the car and the last of its spare parts last weekend. The Bathurst privateer-winner will be prepared by former Gibson and Perkins engineer Rod.Smith, who is presently in the USA sourcing fresh parts for the car. Russell has raced in Class B of the Australian Porsche Cup series for the last two seasons. This year he took out the category and was the closest challenger overall to Class A winner Geoff Morgan. The Commodore is being stripped and rebuilt at the moment and is expected to be ready for testing early in the new year. “We’ll be doing most of the rounds, if not all of them,” said Russell. “It’s something we’re really looking forward to the season.” In the meanwhile Russell has sold his race-winning Porsche to Melbourne new comer Peter Bolton. - PHIL BRANAGAN

lUUHBC T—

n The 1998 Ferrari VIO engine -codenamed 047-is running on the test beds at Maranello and should be seen in a car towards the end of December, The new car was scheduled to begin testing on about December 19 but we bear that this has now been put back until the Christmas break.

READY TOGO... Jason Storace with his Formula Mazda car for the 1998 season in the US.

Second chance Aussie MELBOURNE driver Jason Storace has secured a drive he hopes will re-start his career in the United States. Storace will compete in the Star Formula Mazda Series for the High Country Race Team. The 12-race series in concentrated on the West Coast of America, including Lkguna Seca, where Storace holds the Formula Mazda track record; Storace performed well in the formula in 1995 but has been forced to sit out the past two seasons due to lack of fimding. He returned home and looked at racing here, but decided to mount a new challenge in America and returned this year, where he worked setting up the cars of Mikel Miller

and Jim Hall Jr, the son of the legendary dri ver and team owner. His cars one seven of the 12 races and the drivers finished third and second in the series respectively. “It has been quite difficult sticking to my guns, but Formula racing in the States is where I need to be,” he said last week. He has his sights set on Formula Atlantic or Indy Lights next year. \ Storace has already tested his 1998 car and is happy with the 210kW rotary-engined machine. “It’s great to be back behind the wheel full time,” he said, “and once I settled in the speed came.” - DAVID HASSALL

F1 TV deal to be investigated

AS we revealed a couple of months ago, the European Commission is to investigate whether Bernie Ecclestone’s Formula One Holdings company should have the

right to centrally market the FIA’s television rights for Grand Prix racing. The deal, which com menced in January, gives FOH the FI TV rights for another 14 years.

It must be cleared by the Commission if the flotation of FOH is to go ahead. The value of FOH rests entirely on the deal being accepted.

* n A new racing team being opened by former Tyrrell production manager Simon Barker and the team’s former press attache Vincent Franceschini will have a third shareholderCanadian television presen ter and disc jockey David Jensen. n Arrows currently has two teams of aerodynamic engineers working on the 1998 car. One is working in the Arrows 40 percent rolling road windtunnel in MOton Keynes,the other is using the half-scale British Aerospace tunnel at Filton in Bristol. The agreement between Arrows and British Aerospace comes to an end at the end of December and the team will then have to wait imtil Apiil when the 250kmh half-scale windtun nel at the Defence Evaluation and Research Agency facility in Bedford is ready to be used. n Arrows drivers Mika Salo and Pedro Diniz spent last week at a special train ing course at Uzes in south ern France under the watch ful eye offormer football

trainer Henri Stambouli. The course involved not only fitness training but also reg ular kai-t races at the Ledenon circuit. n As we predicted three months ago Benetton spon sor Fedex is to be the series sponsor for the CART PPG World Series as part of a three-year deal with an option to continue in 2001. Tlie move is part of Fedex’s decision to become involved in “fast” sports to promote its rapid courier services, n Gianni Morbidelli is to undergo more surgery on the wrist he injured at Suzulca. The Italian had two metal plates inserted into his arm after the quali fying crash at Suzuka and these are now causing him pain. n Gianni Agnelli, the man who controls Ferrari, fell and fi-actured his left thigh two weeks ago at liis home near Tuiin. The 76-yeai--old honorary chairman ofFiatFerraii’s parent companywas taken to hospital and later had surgery but is now on his way to recovery. n There has been much talk in recent days that the European Fomiula 3000 Champion Ricardo Zonta could getthe job of Ferrari test driver in 1998. Nicola Larini is not expected to continue and is rumoured to be returning to touring car racing. -JOESAWARD

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5Dmberl997

CLASS FIELD: Mark Webber(middle

row,fourthfrom the right)joins the rest of the driversfor a group photo before the start of the Macau Grand Prix. (PImlo by LAT Digiial) es,

'm finally at the end of my debut Formula 3 season and what a full year it's been. Although the British Championship fin ished in early October, there was no slack ing off as we had to start preparing for Macau. I did manage to fit in a quick trip home immediately after the last round of the championship, but it's only now that I've got a bit of time on my hands before we start finalising the 1998 season. Before Macau we had an extensive twoday test at Croft, which was just as much for me as car set-up, because I hadn't driven the car for a few weeks and wasn't keen to go to Macau with a few cobwebs hanging off me. If there's one track you need to be sharp for it's this one. We had a very good test in which we concentrated on a low downforce set-up for Macau and then spent the next week or so helping the team pack the cars up and get everything sorted before flying out. The guys had a bit of time off after the cars were shipped out and there was a real end-of-term feeling amongst all the teams. For once I actually enjoyed a long-haul

flight as the Formula 3 contingent virtually took over the whole plane and the 10 hours passed very quickly with plenty of jokes and laughs, not to mention a few upsets with the other passengers!

#AMC4trC/MA!0PJm

ISs

■i

nee we got to Macau, we had a It certainly brought me back a peg or two' few days to settle in and, like all the other drivers, I got to learn the circuit in a Mini in the next two sessions as I was extremely Moke! wary of what might be lying around the next corner. It's the first and, I hope, last time I My first impressions were how unforgiv ing it was going to be. The notorious bumps , feel that way as it simply wasn't my style. were bad enough in the Mini Moke, let alone in a Formula 3 car. first race for gotfifth oft really wellfirst andcorner. I was challenging into the The first session of testing went very well The But then I got on the wrong side of the for and I ended up as the quickest newcom er. We decided we would keep chipping action and was faced with two choices away and not make any drastic changes as either get put into the wall or drop back. You can guess my preference! the car was good. I slipped back to 13th and didn't make Then, in the second session, just as we started to work on a new program, I got much headway for the next couple of laps, involved in someone else's accident. There but then it came together and I was right up was nothing I could do about it'and it was, to speed, making a good impression on those ahead. by far, the biggest accident I've had.

I passed quite a few cars and a few fell off, so I eventually came through to finish fifth. As soon as I had completed the warm-up lap for the second race, I knew I was in trou ble. The throttle wasn't returning properly so I had to cut my losses and just make sure I brought the car home. I couldn't challenge anyone and survived a few brushes with the armco.to take anoth er fifth place, which gave me fourth on aggregate. Trying to Melbourne to get outinoftime Macau for intheorder launch to get of the 1998 Qantas Australian Formula One Grand Prix on the Tuesday was an exciting

.°i

* Tickets to the

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1997 MotorSport Personality of the Year can he your ticket to the 1997 Australian MotorSport Awards dinner! ust cast your vote for motor sport’s top personality and you’ll te in tke draw for 2 tickets to motor sport’s kig nigkt on January 30. We’ll provide overnigkt accommod ation, fly Skell series you in from interstate — and even pro\ade tickets for tke weekend s Sand own roun d if you ckoose to stay on.

Who will it be in 1997? 1994 & 1995

1996

You may enter as many times as you like kut entries must k e on tke official entry form in Motorsport News (no pkotocopies). Final date for entries is Wed nesday 7 January 1998. r“

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8 My top tkree nominees for tke 1997 Austral ian Motor Sport Personality of tke Year in order are:

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Conditions of entry. 1. Entries close on Wednesday 7 January 1998. 2. Entries must be on the official entry form, published in “Motorsport News". 3. Contestants may enter as many times as they like, using the official form, 4. Staff and their families of Motorsport News and CAMS are ineligible to enter. 5. The winner will be drawn from all voting entries. 6. The draw will take place on Thursday 8 January 1998 and the winner will be advised by phone. 7. The prize is two tickets to the 1997 Australian MotorSport Awards dinner, overnight accom modation in Melbourne, air travel from the winners capital city and 2 tickets to the SATCC opening round at Sandown on January 31/February 1. 8. The pro moter of the competition is Australasian Motorsport News Pty Ltd.

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experience to say the least! i had everything timed to perfection to do a 'Superman' out of my racesuit, onto a helicopter for the 20-minute flight to Hong Kong and then onto the only Qantas evening departure. We thought it was going to be okay until my manager and 1 checked in at the helipad and found that the flight had been cancelled as the weather had .closed in and we were on the edge of a monsoon! Instead, we had to catch a time-con'sumihg hydro-foil, followed by a rapid taxi drive across Hong Kong.

Corporation have come up trumps with next year's event, with plenty for every one to see and do. They announced a really good Kodak promotion and I must admit James Courtney and 1 made full use of the sin gle-use cameras they were giving away! I left James responsible for develop ing the film and I dread to think how the photographs will turn out, but I think we had better stick to our current day jobs!

THE future of the Belgian Grand Prix is in doubt

after the country's parlia ment last week vated in favour of a ban on all

was byfar the biggest accident Fve had.

tobacco sponsorship. Since 1982 Belgium has had a ban on tobacco advertising on television and radio but advertise ments have been able to

ver the last couple of weeks, David Campese's office has been busy with the launch of my official fan club. I've been stunned by the amount of e-mails and letters of support I've received this year, and I've appreciated all of them. The fan club is our way of giving something back to the supporters and our aim is to make it a really pro-active and close-knit club, so that everyone who joins really feels as though they're close to what's happening in my career. If you are interested in joining, details can be found in the advert on this page.

After thatI was extremely wary of what might he lying around the next corner... We arrived at the airport only 15 min utes before the flight was due to depart and of course check-in had long closed. And I still had to get my ticket re-issued! However, Qantas came to the rescue and whizzed us through all the customs and security formalities and we made it onto the plane. It was good to finally get back to Australia. The Grand Prix launch was excellent and Judith Griggs and every one at the Australian Grand Prix

II that remains is for me to wish all Athe readers of Motorsport News a

happy Christmas and New Year. I'll be back over in Europe once more in 1998 and pushing as hard as ever towards Formula One. It's going to be one helluva exciting season ... n

Minardi expanding

's.

Belgium fears for Grand Prix

MINARDI is to take a dramatic step for ward during the coming months with the aim being to have a staff of 100 before the start of the 1998 season. This will mean a dramatic increase in num bers as the team has grown only a small amount in the last eight years. It began the decade with 60 employees and last year boasted only 70. The expansion will include more design engineers, more aerodynamicists and a com-

j^^^^lete test team for the first time. The expansion is evidence of the dominant role now being played in the team by Fondmetal boss Gabriele Rumi, who is the majority shareholder in the team's holding company. This was confirmed last week when Flavio Briatore told Italian pressmen that he had sold his shareholding in the team after Rumi and Minardi rejected his plans for a deal involving Minardi and BAT.

appear in newspapers and on billboards. The new ban - which will come into effect on January 1, 1999 - will be one of the strictest in Europe and will wipe out all such advertising and sponsorship. j The news has’ been greeted with resignation at Spa. "I fear next year's Belgian Grand Prix will be the last," said Spa pres ident Joseph Moxhet. 'It's clear that the posi tion of FIA - itself pushed by Formula One teams which are pushed by their

sponsors, the cigarette prodi|cers - is that when a country does not allow sponsors on its territory, teams cannot go there and FIA can only decide to cancel the grand prix.” While Spa may survive simply because it is one of the few great tracks still operating in Europe - and because the race is pro moted by one of Bernie Ecclestone's companies there is no doubt that it will be a major blow to young Belgian drivers. The tobacco companies have funded the early careers of virtually all the Belgian stars of the mod ern era, notably Thierry Boutsen, Bertrand Gachot and Marc Goossens - all of

Official Mark Webber Fan Club Keep one step ahead of the news as Mark continues his bid for Formula One stardom in 1998 Standard membership - $25 per year inc: l Welcome letter from Mark, personally signed photo and membership certificate l Quarterly newsletter ® Regular action photos l , Mark Webber “logo” cap l Social functions * Member discounts on Mark Webber merchandise l Competitions; and much more Foundation membership (limited to 200 members) is also available - $100 per year and includes Mark Webber limited I edition item, with certificate of authenticity For further details and application forms, contact: David Campese Management Group, Suite no 4, 870 Pacific Highway, Gordon NSW 2072. Tel 02 9499 491 1 Fax 02 9499 4306. e-mail: Dcampo@msn.com

announce his driving replacement by mid1998. His teammate next year will again be Bryan Herta. Several times this season, Rahal indicated it was getting harder to juggle the responsibili ties of team owner and driver. Rahal got his first win in CART in his fourth race, the Cleveland Grand Prix of 1982, and has 23 other victories in the series.

iJiiulij, ’/jiJy'Ju; jjJUijuilJjjiij AUTOCOURSE 1997/98 The 47th edition of the world’s leading Grand Prix yearbook,‘ eagerly awaited by collectors and enthusiasts at the end of the motor sport season. DUE PRE-XMAS 1874557470 $89.95

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whom were heavily sup ported in their careers by Marlboi’o. Only Eric Van de Poele made it to FI without any major tobacco money. -JOESAWARD

Rahal set to retire

BOBBY Rahal has announced he will retire from racing at the end of the 1998 season. Rahal, 44 and the oldest driver in CART, has been considering retirement for several months. “I promised myself that I would'retire from driving when I thought I could be of greater value to my team as an owner than as a dri ver,” he said. “I believe that time has come.” He said he expects to

jjjyjjiijl /UJjyi) 111 i'j uiu/jjjyii s fijl

He won the. CART championship three times and in 1986 won the Indianapolis 500. After stepping down as a driver Rahal is expected to continue as a team owner in con junction with his part ner, American TV star David Letterman.

MEAN'WHILE, AllAmerican Racers is yet to name a replacement for Juan Fangio 11, who last week announced his retire ment with immediate

effect. The retirement of the Argentinean, who enjoyed great success in sports cars but not Indycars, has started speculation in the USA connecting Robby Gordon and Parker Johnstone to the ride. Gordon’s option with Hogan Racing expired last week while Johnstone is keeping quiet about his options. The other name in the frame is IRL driver and Indy 500 winner Buddy Lazier.

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Motor Itocfffg Calendar ACPelco CUP NASCAR* Stralhfield National Cup

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- Calder Park Tdome & AIR Delayed telecasts on the TEN Network

AUST DRAG RACING*

Dec 6

National Open ...AIR USA vAust Top Doorslammer Series Rd 2 - Scotty Cannon

Dec 12/13 National Open ...CP Dec 26

0 Dec 26 Jan 10

Jan 3 Jan 3

USA vAusI Top Doorslammer Series Rd 3- Scotty Cannon

National Open ...RP USA vAust Top Doorslammer featuring Scotty Cannon & .. Victor Bray

National Open . . .RIR

Contact the track for details

Nitro Funny Cars .CID Nitro Funny Car Spectacular featuring Peter Russo & Keith Agius

National Open . . .AIR Top Fuel match race. Top Alcohol

New Year Series .WB USA vAust Top Doorslammer featuring Scotty Cannon & Victor Bray

Jan 3

National Open . . .RIR

Jan 10

Jan 17

Nitro Funny Car Match Race featuring Lloyd Jones and Allan Dobson

Nitro Funny Cars .CP

USA V Australia featuring Glenn Mikres. Peter Russo, Garry McGrath

Nitro Funny Cars .RP

USA V Australia featuring Glenn Mikres, Peter Russo. Garry McGrath

Track legend: AIR-Adelaide Int. R’way, CIDCanberra Int. D'way, CP-Calder Park. ECEastern Creek. PAL-Palmyra R'way, RIRRavenswood Int. R'way, RP-Raceway Park, Heathcgte, Victoria. TID-Townsville, WBWillowbank R'way Some events have a delayed telecasts on the TEN Network. Check your local guides.

5J-

97/98 SRA SprirBllcar Series

1* Dec26 . . . .Avalon

-3

Jan 10 Jan 11 Feb 21

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12 round series held around Victoria/SA

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97/98 SRA ivenfs

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.Avalon Dec 13 Sprintcars .Avalon Dec 20 Sprintcars Dec 27 . . . .Vic 360 C’ship .Swan Hill

1998 NHRA Winston Drag Racing Series

lun

Rd l Febi Pomona, Ca Feb 22 . . . .Phoenix, Ariz Rd 2 Mars Gainesville, FI Rd3 .Rd4 Mar 22 . . . .Houston, Tx .np Aprils . . . .RocWngham,NC. .Rd5 April 19 . . .Atlanta, Ga. April 26 . . .Richmond, Va Rd 6 .Rd7 May 3 Dallas, Tx. May 17 . . .Englishtown, NJ Rd8 .Rd9 May 31 . . .Chicago, lit June 14 . . .Columbus, Oh RdIO .Rdll June 28 . . .Madison, III. .Rd12 July 19 Denver, Co. July 26 . . . .Sonoma, Ca Rd 13 ,...Rd 14 .Seattle, Wa. Aug 2 Aug23 . . .Brainerd,Mn.... ...Rd 15 Sept 7 . . . .Indianapolis, In. ...Rd16 ...Rd 17 Sept 20 . . .Reading, Pa ...Rd 18 Oct 4 Topeka, Kn Oct 11 Memphis, Tn.... ...Rd 19 ...Rd20 Oct 25 . . . .Dallas, Tx Novi ...Rd21 .Houston, Tx ...Rd22 Nov 15 Pomona, Ca. 22 round series held around the United States. Apr 5 event is a non-points scoring rd.

All event dates in this calendar were correct at the time of printing. Please consult any individual tracks and/or mini nmm Series or events telecast on Network Ten are marked with an asterix. Check your local guides (or screening . details.

CRAIG Baird is close to secur ing a British Touring Car Championship drive with Ford. Sources in the UK indicate that the New Zealander has been offered the seat alongside Will Hoy at West Surrey Racing’s Ford-backed Team Mondeo. Baird tested for the team at Croft last month and, despite not setting the fastest time of the five drivers at the test, he impressed team owner Dick Bennetts with his te’chnical feedback. It is believed that he is cur-

rently talking to BMW to see if there is an opportunity to doing something in Europe before he decides on the Ford offer. ON another BMW front Nigel Mansell will not be racing Down Under this season. The 1992 world champion was to drive a BMW in the New Zealand touring car champi onship round at Manfeild and Pukekohe in January. Last Friday the sponsor of the team withdrew, leaving the 1992 world champion without a ride. -PHIL BRANAGAN

Dun op tests new Falcon tyre

Craig Baird

Tasman engine dramas TASMAN Motorsport Indycar team boss Steve Horne has a problem. He has a successful team and a potential star in CART rookie Tony Kanaan - but he hasn’t got enough engines. The expat New Zealander is intending to run two entries in next year’s Fedex CART Championship but so far Honda is unwilling to supply more than one car. “It’s impractical to. try to run two types of engines,” says Horne, “so Honda have' got us stymied right now. I doivT believe they will meet the engine' supply rules if they won’t agree to supply our second car.” CART’S engine supply rules require any competitive engine manufactm-er to supply a minimum of five teams and seven cars with engines, “if the demand exists”.

until mid-December after new Robert Clarke from Honda says the Tasman team has not made a Reynard 98Is have been delivered to its fdur teams - defending champi formal proposal to Honda to run a second car. ons Ganassi, Walker, Green and Tasman. “They have signed a contract for Meanwhile, Indy Lights champi one car,” Clarke com^mented. “They on Kanaan has been testing have not come to us with a request Tasman’s lone Reynard 971-Honda or proposal for anything beyond that. at the California Speedway (turning a 235mph lap) and at Firebird ‘We approached a number of oneRaceway, where he produced a best car teams, including Della Penna and Forsythe, and they all decided ■'lap of 42.8s. “That was pretty much what not to make a change. We feel we Zanardi was running and quicker have met the rule requirements than Gugelmin,” Horne noted. because the engine program has been offered.” “We never got close to that time before with any of our other dri Honda’s new 1998 engine will be vers.” slightly smaller than this year’s Tasman has ordered four engine. Reynards and Home hopes he gets The new engine does not fit into a the engines to use them ... 1997 chassis, so track testing of the -PHIL MORRIS latest Honda engine won’t begin

Senna case ends ORESTE Dominioni, the chief defence lawyer representing Williams in the Senna manslaugh ter trial in Italy, last week summed up the defence case and called on Judge Antonio Costanzo to drop charges against engineers Patrick Head and Adi-ian Newey. The prosecutor recently asked Costanzo to drop the charges against Frank Williams and the three race officials (Roland Bruynseraede, Federico Bendinelli and Giorgio Poggi) but said that he wanted one-year suspended sentences for Head and Newey. In a five-hour attack on the prosecution case Dominioni said that the technical advisers used had provided only guesses and that the prosecu tion case was not based on any facts. Costanzo will now retire to consider the case and will give his verdict in mid-December. -JOESAWARD

1X<L

IN an effort to build on its Primus 1000 Classic success, Dunlop has embarked on a major testing program. The Shell Helix team spent two days at Lakeside on Monday and Tuesday, spending the first day on sorting out the number 17 car which crashed in the Primus 1000 and having Dick Johnson working on aerodynamic developments for the late-1998 Falcon.' On Tuesday, in extreme heat, Johnson, son Steven and John Bowe worked with English and Japanese Dunlop technicians on new tyres. “We expect a dramatic improve ment in tyre performance,” said Dunlop Motorsport’s Russell Stuckey. “There are a lot of new Japanese specs and quite a few English to evaluate.” The test was conducted under the new, stricter TEGA testing regula tions which apply to all Level 1 V8 Supercar teams. Under the rule, teams will be restricted to their Tiome’ circuit at all times, not just from the new year, and teams may not go to test at a track after it has held a round of the Shell ATCC as they did pre viously. “The new regulation is actually making it harder for us, not easier,” said Stuckey. “I understand why it was brought in, to contain costs, but it will make life difficult” - PHIL BRANAGAN

Sam Newman to race at Bathurst?

TELEVISION personality Sam Newman might be moving from underneath cars to inside them next season. The former Aussie Rules star has put his hand up to drive in the GT-Pi'oduction 3 Hornrace at Bathurst next year. The star of the Nine Network’s ‘The Footy Show’ would drive a Ford Motorsport Falcon XR6 which featured in this year’s series, driven by motoring media represen tatives. Newman took part in a Ford media drive

DASH Loacmn TRAINING S^INAR MELBOURNE - January 24th, 1998^ Attention to all MoTeC users and interested persons. MoTeC Australia will be holding a one day training seminar focusing on Data Acquisition and Analysis of the new MoTeC Dash Logger. This is an exciting new item that will be of great assistance in all areas of Motorsport. The cost of attending the course is $100 per person and includes course notes and relevant documentation pertaining to this product as well as morning tea and lunch. Bookings are essential and places are at a premium, so please contact Jeanette at MoTeC on 03 9761 5050 or fax 03 9761 5051 to reserve your place at the seminar.

day at Winton last week and expressed inter est in racing, and things have moved on from that. He has a penchant for high performance cars and was a regular sight around Melbom-ne in a late model Porsche before a speeding matter restricted him to a bicycle last year-. A Ford spokesman said there has been some casual talk about Newman racing, but it was too early to say if anything would come of it. -PHIL BRANAGAN

Boullion looks to Ken

WILLIAMS test driver Jean-Christophe Boullion is not expect ed to continue with the World Champion team next year. Boullion has been linked for some months with the new British American Tobacco-suppoi-ted Reynard Formula 1 operation - the new organisation keen to use his years of experience as a test driver working with Renault engines. With the ReynardRenault (or whatever the engine -will be called) due to begin testing next year, a deal does not make much sense for Boullion unless there are guarantees of employ ment in 1999 and beyond.

The team is expected to run Jacques Villeneuve and there have been sug gestions that CART Champion Alessandro Zanardi might be the sec ond driver, although Boullion seems a more likely candidate. If this is the case the team will want him to have some more racing experience in FI as he has not taken part in a Grand Prix since he drove for Sauber in 1994. It would be logical, therefore, that Boullion would be drafted into Tyrrell next year - the team expected to spon sored by BAT cigarette brand Lucky Strike. This would leave Dutcliman Jos Verstappen out of work.

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12 Million pound qheque returned 5December 1997

BERNIE Ecclestone last week reeeived a cheque for one million pounds from Britain's Labour Party, which had been advised to return the money which had been donated to the party by Ecclestone in January. The money had caused two weeks of controversy in British political circles with suggestions that the gift to the party had been an attempt to influence policy making. Ecclestone argues that he has the right to give money to whoever he pleases and says he does not want the money back. If he does not cash the cheque presented to him, the party says it will donate the money to a charity. The charity most likely to get the money if Ecclestone does not cash the cheque is the Cancer Research Campaign, which says it will use the money for research into smok ing among young people. "We need to know why kids smoke," said the chari ty's director general Professor Gordon McVie. "They don't all watch FI and lots of girls watch Kate Moss. Girls see cigarettes as a slim ming tool."

Berniegate rumbles on By JOE SAWARD

THE political scandal in Britain resulting from the announcement by the Labour government that Formula 1 wiU be exempt from a European ban on tobacco advertising con tinues to make headlines in the UK. Public Health Minister Tessa Jowell has been sum moned by the powerful all party House of Commons European Legislation Select Committee, which has the power to stop a minister tak ing proposals to Europe until they have been properly scru tinised. Jowell was questioned about the stance she will take on tobacco advertising when the European Health Ministers meet on December 4 and she continued to argue that the policy chosen is the best way to reduce the expo sure of people to tobacco advertising while at the same time safeguarding the motor racing industiy in Britain. "We have made a’’judge ment based on the'evidence before us, not a judgement based on lobbying," she said. "We do beheve that there is considerable leverage offered by a global, voluntarilyapplied code - regulated by the FLA - in clamping down on what would otherwise be unregulated advertising.”

the motor racing industry will be lost and added that both German Chancellor Helmut Kohl and Italian Prime Minister Romano Prodi agreed that the anti-tobacco directive was impractical. Anti-tobacco campaigners in Britain have counter attacked against the govern ment, urging Blair to recon sider and accusing Mosley and Ecclestone of having "conned" the government. Blair will meet representa tives of anti-tobacco groups this week and they are expected to show him a report which claims that a ban on tobacco advertising would cre ate more jobs than those that would be lost. The jobs would come because ex-smokers would spend the money they save from cigarettes in the enter BETTER THAN A POKE IN THE EYE... Bernie Ecclestone has been accused of “conning" tainment industry. the British Government into supporting his pro-tobacco stand. (Photo by Michael Cooper/Aiisport) The study, produced by the York University’s Centre for Conservatives down 10% in Sports other than Formula rent job in May but he Health Economics and funded 1 will have four and a half remains a director of the the last three weeks. by Society for the Study of According to the minutes of Addiction claims that only years in which to find money TWR Group Ltd, i^hich is the meeting, Mosley listed the to replace tobacco sponsorship, involved in FI with Arrows. 8,000 jobs would he affected In an effort to convince the countries around the world In the House of Commons, by a ban on tobacco advertis Conservatives demanded that public that everything was wanting to host Grands Prix ing in FI. Jowell withdraw her involve- above-board, the government and added that tobacco com Motor racing campaigners ment in the tobacco sponsor- issued minutes of a 20- panies were involved in build continued to argue that the ship row after newspapers minute meeting which took ing circuits. ban would affect 40,000 jobs When asked about this, in the motor racing industry revealed that her husband, place at 10 Downing Street on Dailid Mills, still has links October 16 between Blair, Mosley said that the minute and cite' the example of with motor racing companies. FIA President Max Mosley, should have read "assisting France, where a tobacco ban Mills resigned as a director FI boss Bernie Ecclestone, wdth the buHding of circuits". has wiped out all the French of Benetton Formula after FIA aide David Ward and Mosley's list of countries is FI teams except Prost Grand believed to have included two Prix. Jowell was offered her cur- Blair's assistant Jonathan Powell. Eddie Jordan waded into in the Middle East (possibly Despite all these moves, an Jordan and Lebanon), Croatia the argument, saying that he opinion poll pubhshed in The and South Africa. "wouldn't be able to employ Ecclestone argued that if some of the best mechanics in Sun newspaper showed that the crisis has caused the FI does not get tobacco the world and I certainly money, the technological wouldn't be able to employ Government popularity to dive with its lead over the breakthroughs generated by Damon HiU."

No testing for Damon

1 n 01 won

Gibson Motor Sport have vacancies in the following areas for dedicated personnel in their V8 SUPERCAR Team; Engine Builder Lead Race Mechanic

DAMON Hill will not be testing for Jordan until January because Arrows team boss Tom Walkinsbaw is refusing to release bim from bis contract. Hill's deal runs until tbe end of tbe calendar year. Damon bas visited tbe Jordan factory at Silverstone to meet tbe team and dis cuss plans for tbe future. He bas also bad tbe necessary seat fit tings for tbe new Jordan-Mugen Honda 198, altbougb tbis will not be finished

Race Mechanic Fabricator: MIG and TIG experience with a wide range of materials preferably in race car component manufacture. Machinist: Qualified to operate CNC Machine Center and Lathe. Engineer/Data Acquisition: Experience with-PI Research acquisition systems advantageous. All applicants must have relevant qualifications and preferably professional race team experience. Only written applications will be accepted and should be addressed to //

"The Manager Gibson Motor Sport 1/13 Kitchen Road Dandenong VIC 3175

'¥

until mid- January. Tbe team is planning to test in December witb a Jordan 197 modified to tbe 1998 regulations and fitted with a new Mugen Honda "VIO engine. With Ralf Schumacher currently doing his military service in Germany and Hill unable to test, Jordan is expected to use either its test driver Ricardo Zonta or Andrew Gilbert-Scott, who often does tests for the team when the other dri vers are not available.

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Vote \1]the Grand Prix Party I

had a dirty weekend in Birmingham. I am not sure if the reputation of that city has reached Australia, but it is the least romantic place in Britain. The whole idea appealed to me purely because it was a ridiculous concept. I could explain that it was because my wife likes horses and the Spanish Riding School of Vienna was performing in Birmingham, but that would really spoil the fun. The concept was everything. I had tried to keep it secret but I did have to confess that we were having an end-of-season weekend away somewhere. She naturally began to discuss likely destina tions with her girlfriends and one of them asked me where we were off to. "The most unlikely place you can imagine," I smiled. "Oh," she said without a blink. "That will be Birmingham." Little did she know. We stayed in a surprisingly beautiful hotel out in the country. In among the letterhead and room service menus on the desk I found a strange little card with the Parliamentary crest embossed on the top. "With the Compliments of Government Hospitality" it said. I was delighted and assumed that I would not have to pay the bill because the Government would look after it. It seemed only fair given the special links which exist these days between Grand Prix racing and the British Labour Party. I was, therefore, rather upset when it transpired that the card had not been intended for me and that I would have to pay.

- a drop in the ocean in his vast weaith (according to the newspa pers).

f course. Sir Bernard (as he would immedi become ately once the election* was over) has never liked the high profile, so we would need someone else to run the party, someone with the necessary politi cal skills to survive at Westminster. Max Mo'sfey. Of course. He t would be Prime I Minister. But who would fill the other great offices of the Grand Prix Party Government? Who would be Deputy Prime M i/i iste r? x on What earth does a Deputy Prime Minister do? The only conclusion I ^ reached is that it is the perfect job for FIA Deputy President Cesar Torres. No-one The job of Foreign Minister Minister for the Environment. knows what he does either... would be much easier. I have Mosley would simply buy up sev There would be no argument often wondefed what Foreign eral Third World countries and over the Chancellor of the Ministers do except be charming, plant trees all over them so that "The shake hands, chat about what Britain would become carbon neu(read Exchequer tral. Treasurer"). It was made for Sir might happen and leave every Bernard. Besides, it would mean thing up to civil servants to sort Of course, the Ministry of the Environment also looks after that he would be living in Number out. 11 Downing Street - next door to Max Mosley would be good at housing, but one would simply Prime Minister Mosley - which it but I think Peter Sauber would transfer this to Social Security, would greatly reduce their tele be better. He is charming, he likes which would be run by Ron phone bills and would mean they a good lunch and a big cigar and Dennis. He is used to dealing with could have lunch together every - most importantly - he is foreign. big budgets and is always very day without people spotting them careful to look after his own peo doing it. They could even sneak ple. He also has lots of experience thornyUnion question the trying to set up new facilities and Jean Todt in through the back The European would of require door and no-one would ever a new Ministry, but to find a head so could work wonders with hous know. with sufficient political skill might ing projects. I thought long and hard about a be difficult. Ken Tyrrell has vast Having separate ministries for Scotland and Wales seems irrele job for Todt but drew a blank. experience dealing with all differ People say he is very good to ent nationalities and would be the vant and competition for the work for but that is hardly a qualifi- obvious choice except that he Scottish Office would be unpleas-

efore this rude shock, I discov ered that Birmingham is not as nasty as people think. The city has this image of dark satanic mills and black chimneys. In fact I discovered that the centre of Birmingham is really quite accept able, having been reworked by architectural manicurists let loose with vast sums of local taxpayers' money - a bit like riverside Melbourne. Birmingham's major problem is one of image, but after the last few weeks in British politics any one in F1 racing can understand that concept. Grand Prix racing has been portrayed as a world of villains, race-riggers and secret donors to political parties. Ft racing has an image problem. But how does one solve it? We could, of course, recruit Tony Blair to rebuild the business in his "Nice Chap Next Door" image, but this would take a lot of time and the work can be easily destroyed. No. cation for a Ministry. To give him a That would not work. minor role would be an insult and And then it came to me in a it would be better to give him flash of inspiration. Of course! some worthy job like the Royal Mint. He could then print his own F1 is now so big that the princi pal players are far too important to money, as he currently does at Ferrari ... be messing about with a piffling lit Ferrari would, of course, have tle billion dollar sport. We should be running the government. to have some major representa All I need .to do is write to tion. Ferrari President Luca di Bernie Ecclestone and ask him to Montezemolo has proved he is fund my own political party. quite capable of running a car According to the newspapers, he company or two, so perhaps he and Ron Walker have been fund would be well-suited to the ing everyone else. Ministry of Transport. More difficult would be the All the Grand Prix Party would have to do is promise to buy votes Home Secretary. Who is there in at 10 pounds sterling each. The Formula 1 who could be trusted to electorate is currently about 44 run the police force? The only million people, which would mean conclusion I could reach was that that the maximum Bernie would FI race director Charlie Whiting have to cough up is 440m pounds could do the job.

I need Bernie Ecclestone tofund my own political party. According to the papers^ he and Ron Walker have beenfunding everyone else lee

admits, quite openly, that he does n't like the French. This is actually a good thing as the French will have nothing to do with the European Union unless there is a subsidy involved and they would require a minister of their own. Who better for Minister for French Affairs than charming Alain Prost, who has his nose in high French places. Frank Williams would be the obvious candidate for Education and Employment. He could teach everyone how to be successful on a regular basis - which few others in FI could manage - and he cer tainly knows how to keep down his wages bills. There will be no star salaries in Grand Prix Party Britain ... There would be no need for a

ant as Jackie Stewart and Tom Walkinshaw would be at one another's throats. The best thing would be for Tom to have Trade and Industry. He is, after all, a one man industri al revolution and would get the job done. I feel a new Ministry would best suit Stewart's talents. Charlie Whiting at the Home Office will not want to waste time dealing with the Royal Family - as he is sup posed to do - and it would be bet ter that JYS head the Ministry of Royal Affairs - although, on sec ond thoughts, the name might cause some embarrassment and need to be changed. As for the Welsh and Scottish Offices, the best policy would be to lump them together and call it

the Ministry of Celtic Fringes and give it to the Benetton Family to control. They would take so long trying to understand what the Scots and Welsh were saying that it would keep everything nice and quiet for some years. Asimilar policy would used over that poison pill be political job - Northern Ireland. No-one lis tens to what a Northern Ireland Secretary has to say so the job would be best suited to some one called Eddie. Either Irvine or Jordan would do. There are no such problems with the Ministry of Health. Professor’ Sid Watkins is the only possible candidate for the job. He would abolish all taxation on tobacco and alcohol products and replace the lost income with vast duty on health food products. The Minister of Public Health would remain the current incum bent Tessa Jowell. She is wellconnected in motor racing and doing a good job already ... Agriculture, Food and Fisheries would have to go to Paddy McNally because every time one goes anywhere near the Paddock Club one is lost in a jungle of greenery and all one can see are chefs running about. Defence I must admit did pre sent a problem until I realised that the best form of defence is attack. It might be unusual and unpopular to put an Australian in charge of Britain's defence forces, but I think that Jeff Kennett has the neces sary attacking nature. The Heritage Department would not be easy, but I think Nora Tyrrell would be good at the job. She visits art galleries while the rest of us hang about at race tracks. And that leaves only the Ministry of Sport and that is easy because there is only one man left in FI who understands the con cept- Giancarlo Minardi. Of course, none of this lot would have time to run the country unless Formula 1 was floated on the Stock Exchange and I am con^ vinced that this is what the sport really needs. It would provide Grand Prix racing with the chance to portray a new image; an image of trans parency. Perhaps that will con vince the general public that the sport is not peopled by unscrupu lous millionaires, fixing races and pouring money into political pock ets and by racers who will do any thing to win. I had a dirty weekend in Birmingham. Formula 1 has been having a dirty month in the British newspapers. Birmingham is trying to clean up its image. Ft would be wise to do the same ... n

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CRAIG LOWNDES Back where he belongs? / /

Craig Lowndes returns to the Australian domestic scene next year after afailed attempt to crack

Formula 3000 in Europe tofollow his dream ofan FI drive. It has been a bitter experiencefor the 23-year-old, but he remains optimistic about hisfuture and realises that most drivers would killfor his drive with HRT Here hefaces the music with Motorsport News editor DAVID HASSALL:

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BACK HOME AGAIN: Lowndes in the Mobil Holden Racing Team Commodore at Bathurst.

MN: Last time we spoke a few they are looking for someone to months ago, you said you would replace Brock. The best year that be very disappointed if you didn’t John (Crennan, the HRT boss) and get a crack at a second season of the team had was 1996 when Brock Formula 3000, so you can’t be was at his peak and I was winning races. totally happy with developments. CL: No. I really knew that the sec Now, with Peter leaving, it is ond season wasn’t possible going putting a big dint in the team with into the last round at Jerez. I had a sponsorship and they need someone meeting there with Tom to top it up again. Tom has chosen (Walkinshaw, his manager) and ... he myself and Mark to hopefully do that. didn’t stop me, but his attitude - the Some people might have been influ way I read it - was that it was going enced to make that decision, I guess. to be very difficult to find the sponsor ship for the following year. His point MN: How big a decision is it? Is it was that it was hard finding sponsor- the end of the Formula 1 dream? ^ ship coming off a good year, so trying Are you pretty much thinking that to get it after a bad year was next to you are here in Australia and it’s a touring car career for you? impossible. CL; I guess you can look at it that It really came down to a choice of pursuing the open-wheeler career, way. i still haven’t stopped pursuing overseas, whether it’s Japan, Europe most likely missing out on sponsor ship and missing out on this (the or even America, which is an option HRT drive), or really consolidate, now because they have very good have security and run touring cars sponsorship there for openwheelers. We are still pursuing that area, but again. So that's really what I have to this is really ... if it was going to hap do. pen, I guess it was going to happen MN: Did the Brock retirement with the flow of (success) last year. become a factor? There are no guarantees of success CL: Well, everyone is saying no, Continued next page but obviously you can read into it that

5December 1997

Continued from previous page next year, but if we go well hopefully we can generate enough interest to go back over. Then again, people are saying that if you get out of that openwheel er style again. I’m going to spend another 12 months getting back into , it, which I can see. So it’s going to be a lot harder than if we went back next year. MN: When you say ‘we’, is it you and Tom or is it just you; do you personally have to find someone who can back you overseas now? CL: The contract I have with Tom is a management contract, not a dri ver’s contract, so we have to work together to make this succeed, but if it’s going to happen, it should happen in the next two years. I might be a touring car driver for the next 30 years, but I am still hop ing to structure it so I can do some overseas running, whether it’s Le Mans or Daytona or something else in a saloon car, so I can keep my name over there and maybe one day something will pop up. MN: As an outsider, it appears that Tom has perhaps lost faith in you. Is that the case and do you feel as though he has deserted your career in some way? CL: Oh, I don’t think he has deserted, he is just having a really tough year. His Formula 1 team has not performed as he had hoped and every cent he is making is being pumped into it. And the rest of his race teams around the world haven’t really performed to their best. I think that as a company, TWR Racing is suffering and I guess if he suffers all the drivers are going to suf fer and I am part of that. I don’t think he has lost faith; I think he is just putting me back into something where I can build my con fidence back up and take it from there. But there is always going to be that ... what would you say ... influ ence from Tom; if he has a bad year it will reflect back on me. MN: So are you still in a 10-year contract with him? CL: Reaiiy, when we first signed the 10-year contract he gave himself six years to put me in Fomula 1, so really it’s a six-year contract if he doesn’t get me into Formula 1 by then. So we signed for 10 years, but he has to get me into Formula 1, oth erwise we have an out. MN: But is he stiil thinking in terms of getting you into Formuia 1 in that time? CL: The meeting we had at Jerez, he said he would be delighted to put me in one of his Formula 1 cars if I can get to that standard, but what the standard is you would have to ask Tom.

MN: So you haven’t spoken to him since the (HRT) decision was made? CL: No. He was scheduled to come out a couple of weeks ago, then again last week; in the end Tom is very busy and can’t come out at all. MN: Next year you will presumably make reasonably good money as an HRT driver. Would you be pre pared to put that aside and then go out and borrow money to fund you own season (overseas)- is there that level of youthful desire to really make it overseas? CL: Yeah, it’s ... Formuia 1 is on top of the list of things I want to achieve in my iife, but you can’t do it without money and it is going to cost a million doliars a year to do it. I don’t think I can go to the bank and borrow the miliion doliars; it is going to have to come from the sponsors and they are going to have to justify spending that money. If we can’t get the TV coverage, then the sponsors can’t justify their money and I think that’s what reaiiy hurt us this year. We were hoping to do well, but there wasn’t enough coverage to justify what the sponsors were spending. MN: Do you feel as though you have wasted the investment of a year in Europe by not going back? CL: No. Regardless of when I went over, I was always going to need that year to find out what Europe was really like. The mentality of the Europeans is completely different to the way we drive; it’s not'necessarily harder, but a little more cut and thrust. I guess we are a little more gentlemen racers over here. And the teams over there are not worried about public appearances or the media responsibilities; they just want to win races. A lot of times over there I signed autographs and [the team] got upset because it’s not in their nature to do that. The way I’ve been brought up, you have to deal with the public because the public and the sponsors are your life. It is just a completely different way of thinking over there. MN: Do you think that reflected badly on you; that they thought you were not as committed as they wanted because you virere signing autographs? CL: The Doctor (team owner Helmet Marko) said once that I was more like a cowboy because I was so relaxed, easy-going and talked to the people and signed autographs. He thought I wasn’t dedicated enough because the drivers over there just have their mind set on winning and they disappear to concentrate on dri ving the car. But over here, you sign auto graphs. Like Brocky; he’s been sign ing autographs as he’s been driving

down pit lane and yet he can still go out and get pole, so it’s just a differ¬ ent way of thinking. That may have reflected poorly on me because they may not have thought I was dedicat¬ ed enough to do it, but that’s just the way I was brought up. MN: You have obviously had time to reflect on your season; what do you think went wrong, generally speaking? CL: I don’t think there was enough communication within the team. I wasn’t comfortable enough in the team. There were only a few times I was comfortable sitting in the car, let alone happy, and most of the time I would get frustrated because the set¬ up of the car didn’t suit me and I couldn’t perform at my best. I just didn’t have the equipment to use. People would say that’s down to the driver, but going into a categon/ where you don’t understand the car, you rely on the engineer to help you. And for three-quarters of the year I had to share an Austrian engineer who could not relate to English that well. Every time I talked to him I would have to change the way I was speaking and then I would lose the meaning of what I was trying to tell him. I was the only one in F3000 with out a dedicated engineer and what really woke me up was the first test day at Hockenheim when (team leader) Montoya crashed and was

out for the rest of the day. So I had the engineer and we were sixth or fourth at the end of the day; the next day Montoya was mnning again and suddenly I was back in 15th or some thing. The other problem was that we had two different driving styles. Then the first race I had with Alan McCall (his own engineer) we finished fourth. He didn’t do anything major; he just set the car up to the way I drive a car. MN: There were a number of acci dents during the year; was that

because you weren’t comfortable in the car or were you just over driving to get the results in des peration? CL: I guess I was overdriving. The thing is, generally I can get a really good start and I am more comfort able on cold tyres than most of the guys in Europe, but some of those incidents were trying to make up positions but getting caught up in accidents on cold tyres. So it was me trying to push really hard early in the race where maybe I should have

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Phone Mark Noske 0418 351 336 or Wony Noske 0418 527 188

SDecmkiW/ good feeling if it had been Greg and I next year. With Mark, I’ve only had those two race experiences with him (Sandown and Bathurst) and, as you said, he has got that reputation of being a Schumacher. On the other side of it, Mark and I get along well; there is no aggro there, but we are obviously going to be very fierce competitors.

TRIPLE TREAT: Lowndes and Greq Murphy have been a formidable combi nation, winning three of the last four touring car enduros - two Sandown 500s and a Bathurst 1000. (Photo by Dirk Klytismith) COMMUNICATING: Craig tries to explain his problems with engineer Alan McCall (above left), who came into the F3000 team mid-season. FIGHTING: At the wheel of the Marko team's Lola at Hockenheim (left), (Photos by Nigel Snowdon} using the low downforce wing set-up.

- and that was interesting because it was the first time I’ve come up against an extremely quick partner; he was,virtually a whole second faster than me all year. Next year, Mark ,(Skaife) is very quick so I will probably have to lift to keep with him. '

■

V '

been hanging back and waiting for it to untold. There was generally a big accident in every race ... MN: Unfortunately you were in most of them! CL: (Laughs) Pretty much ... MN: Are there any positives to have come out of the experience? CL: Yeah, learning the racecraft of how the Europeans drive. I have come back a lot stronger mentally because I’ve dealt with a quicker teammate - Montoya was very quick

MN: Turning to happier subjects, is it good to be back at HRT? CL: It is good. Whpn we came back before Sandown it was good to see the team hadn’t changed; it was still a happy camp and they were still working very hard to make them the best cars out there. It was more of a relief knowing that the team hadn’t changed; I walked back in and they gave me the same warm welcome they did when I first walked in in 1994. It was nice to come back from a team over in Europe that didn’t give me that feeling. MN: It’s rather ironical that you and Mark Skaife have ended up in the same team because you are the only Australian guys to have raced in F3000. CL: Mark was over there in the ear1y-’90s. We’ve had a brief discus sion about it and he really came back with the same attitude I have. It was really disappointing to go over there with all the backing and fall in a heap. He went over with a good budget, did three or four races, had problems and came back to Australia unhappy with the tqam. So really he got dealt the same hand I did.

MN: Mark has a Senna/ Schumacher reputation for wanti ng the whole team to revolve around him; have you found that to be the case at all? CL; Not really. I think we are pretty similar. We will work very close with the guys on our own cars; we use the telemetry about the same amount. He just seems to be working like any other driver I have worked with. MN: Has his pace surprised you at all? CL; Not really. In his first test at Phillip Island this year he set the quickest time by ah HRT driver there, so I knew he would be very quick. His time at Bathurst - that 9.8 wasn’t really surprising. We were expecting that from more drivers than just Mark. MN: Did you expect Murf to be your teammate next year or were you always of the view that Mark would stay on in 1998? CL: There was obviously a lot of controversy and things written up about me and Murf fighting for a seat, but I don’t think that was ever the case. I was always the secure one because I had the contract; it was more Mark and Murf fighting for a seat. Greg has missed out and I feel for him because we have driven togeth er for the last three years; we are good friends and we understand each other. It would have been a

MN: Do you think there is any ●chance of Murf coming back for the endurance races next year or are you having to think about a new partner? CL: I’m not sure. I think Murf is try ing to find a full-time drive; he is not going to want to sit around for eight months waiting for those two races. It’s really up to Greg, but if he does move on it will be emotional for me because we have driven together for the last three years and u we have virtually grown up together. If it ail col lapses now we will both feel emotional about it.

championship was at stake. Peter was always there to lift you from the ashes or put you down if you were in a cloud, so he has a great value to the drivers as well as the general public. So, yes, I think he will be sorely missed. MN: Are you looking forward to locking horns with Russell (Ingal! next year)? CL: Russell and I have had some good battles and I don’t think it will change next year. MN: How do you see next year panning out? CL: Cur cars have always been quick; they had some reliability prob lems at the start of the year but they worked on that. Glenn has always had a very strong, reliable car and so has Larry,

The mentality of the Europeans is completely different to the way we drive. I guess we are a little more gentlemen racers over here.

jMN: Have you spoken 'to him about the over seas side of things; his aspirations and your experiences? CL; Greg under stands what we went through. He went to America and tested the Indy Light and the Indycar and he feels - and even I look at it now - that America is a little more environmentally friendly for a driver than Europe. America is still cut and thrust, but it is more of a family-oriented sport, so Greg might be making the right choice trying to go to America instead of Europe. Villeneuve has proven that you can go back and forth. I guess Greg is still pushing very hard because, like me, he is an openwheeler driver at heart. MN: Peter Brock has been a hero and mentor of yours over the years. How it will it be not having him around any more? CL: Well, I hope that Peter is around the team in one way or anoth er. He was a huge benefit for me in 1994-95-96 learning the ways to deal with the public. At Sandown in 1995 when we had pole position, there was a lot of public interest and I don’t know whether I got a big head or got cocky about it, but I took it on board and it was something new to me. Peter was always there when there was a high to make sure your head was screwed on - or if you had a bad incident, like I had with Wayne Gardner at Bathurst (SATCC race when Craig caused a crash). We drove all the way back to Sydney and I was down in the dumps. I actually lay in the back seat and had a good long think about what I had done because we had damaged two race cars and the

A lot of people can do it out there and the first couple of meetings will sort out those who are going to be reliable through the year. In 1996 we got a slingshot start and built on that. It will be a lot harder than that because we had superior equipment then and everything fell our way. Next year will be very hard. MN: Are you going to be 100 per cent focused on that or will you still have these other things going around in your mind? CL; The overseas things are still there, but I will just have to divorce them and get them out of my mind. If I can do something overseas some time during the year, fantastic, but I’ve got to have that performance before I even get into that door. I think I will have to knuckle down and concentrate and those first four meetings at Sandown, Tassie, the Grand Prix and Lakeside and get some good performances, get my credibility and confidence back up, then maybe we can move on over seas again. But until then it’s not even worth thinking about. Tom Kristensen and a lot of the F300 drivers do Le Mans and other races, so it is possible. If we can keep our name and image over there we can keep in contact. There are still three teams wanting me to run (F3000), but with no money we can’t do that. MN: I hope it goes well for you. CL: Thanks. ■

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5December 1997

A tale of two TV Bathursts y

By PHIL BRANAGAN PETER Brock, Diet Coke and Castrol were the big winners in the annual Bkthvu-st TV sponsorship survey. The survey, conducted by the Automotive Australian, high lighted just how popular Brock was in his final two races -the AMP Bathurst 1000 and Primus 1000 Classic. At the Primus event he and co-driver Mark Skaife, despite retiring after only 52 of the 161 laps, finished second in terms of coverage with $948,409 of airtime, second only to run away winners LaiTy Perkins and Russell Ingall on $2,114, 343. Pre-race, Brock dominated, with 375 seconds ofcoverage, 35 percent ofthe allocated total before the start. At the AMP race is was less marked, but Brock and co-dri ver Derek Warwick still man aged sixth with $865,987, well behind the Paul Morris/Craig Baird BMW with $2,304,554. Confirming Diet Coke and BMW as the commercial win ners was the Geoffemd David Brabham car, coverage for which brought the team total to $3,722,320. The big losers were the pri vateer teams in the V8 race. The winners ofthe Level 2 race-within-a-race, Mai Stemuken and Peter Gazzard, were only 28th out of40 cars in terms ofTV,despite finishing an impressive seventh outright. Worse still, 17 cars in the V8 event received less TV coverage than the worst result for a 2lltre car- and three cars received no television coverage at all. The figures are based on con verting the number ofseconds of on-screen identification into advertising charges. The Castrol Commodore picked up only 16s of pre-event coverage but more than made up for that during the event. Also well up in the V8 stakes were sometime race leaders Wayne Gai-dner/Neil Crompton (third in coverage), Mark Larkham/Andrew Miedecke (fom-th) and Steven and Jim Richards, who picked up the fifth best coverage despite no pre-race attention due to quahfying outside the top 10. In the AMP event the results were closer on the track and on the airwaves. The Brad Jones/Frank Biela Audi actually beat the winning Brabham BMW in terms of camera time, while the second Audi and the Alain Menu/Jason Plato Renault also topped the $lm mark. Of the rest, the Castrol Cougars entiy backed up the winning car on October 19, Melinda Price and Ken-yn Brewer almost matching the Shell Helix cars with a 12thhest $219,502. The Gearbox/Hooters car also did very well, with $109,159 which was due to a combina tion of good track performance and, presumably, good Hooters. The other big boost was for Fastway Couriers, Dwayne Bewle/s heroic push for the fine resulting in a doubling of their coverage to $243,593. n

Telecast: Channel 1*0

HOW THEY RATED: PRIMUS 1000 CLASSIC Survey Race Sponsor pos pos 1 2 3

1 DNF

Castrol Mobil

41 441 260 168

Falcon EL

284

Commodore V^ Commodore VS Commodore VS

0 0 0

0 40 2

20 5 18 25 0 0 35

16 17 18 19

9 19 10 14

Sony Autosound Ericsson/Alcair

DNF 15 22

CAMPS Palmer Promotions

30 32 33 34 35 36 37 38 39 40

17 18 , NC DNF DNF 7 DNF DNF

M3 Motorsport/Allens Xerox Shop CDB Bottle Magic Skilled Engineering Scott’s Transport Union Steel ' Everlast

DNF

Simon’s E'Works

DNF DNF

Gawler Romano

NC DNF

SMC Pro-Duct

DNF DNF DNF DNF DNF

Fairfax Community News CBS Mining Cadillac Productions Simoco Pacific Coca Cola

28 143

729 340 3 99 74

Lansvale Smash Repairs 3 45 Wynns 36 Gear Box/Hooters 74 Price Attack

23 24 25 25 27 28 29 30

179 2 111 12 67 38

333 326 207 185 166

Falcon EL Commodore VS Falcon EL Commodore VS

135 58 160 18 72

Faulkner/Percy S.Johnson/Baird Price/Brewer D.Johnson/Bowe

Dunlop Vittoria Coffee

27 0

230

548

46 18 16 '17

21 22

160 0

349

173

Murphy/Lowndes Lonqhurst/C.O’Brien

863 490 386

336

15 25

8 6

24 67 101

0 596 447

Jones/Pruett/Bright Seton/Parsons

Shell Helix

910

883 340 470

9 1

12 DNF

224 20 29

Richards/Richards

13 14

127

13 118

Fisher & Paykel/Betta Shell Helix Castrol

$738,003 $690,148 $623.308

Commodore VS Commodore VS

Valvoline/Qummins Komatsu

18.66 ' 17.45 15.76 15.36

1198 164

2 11

11 12

$948,409

1120 1047 946 922 920

1012 18

5 6

Castrol

$2,114,343

23.98

982 882

Gardner/Crompton Larkham/Miedecke

DNF 5

53.46

1439

16 375

7 10

9 10

3208

Commodore VS

Perkins/Ingall Brock/Skaife

Coke/Donut King Mitre 10

Ford Credit Mobil

$ Value

11 05

DNF 3

DNF DNF

Total min

Car Drivers No

7 8

Pre- Hours Hours Hours Total race (1-2) (3-4) (5-finish) sec

Car

Ashby/Reed Hossack/Ellery Schembri/Luff Heffernan/Osbdurne

Falcon EL Commodore VS Falcon EL

0 7 72

Falcon EL Commodore VS

27 49 13

Finnigan/Sheil Crick/Fitzqerald McLeod/Pate

Commodore VS Commodore VS Commodore VS Commodore VS

20 21 39

Palmer/English Walden/Williams Smerdon/Cox

Commodqre VS Commodore VP Commodore VS

0 5 0 0 0 0

0 14 30 20 0 0

0 6 0 0 0 .

53 111

143 128 121 116

56 59 85 36 61 13

6 30 0 8

14.38 8.16 6.43 5.55 5.43 3.45 3.08 2.76 2,38

$607,488 $606,302 $599,578 $568,729 $322,728 $254,306 $219,502 $214,756 $136,448 $121,814 $109,158

2.13 2.01 1.93

$94,129 $84,242 $79,496 $76,332

1.1

$43,505

1.01 . 0.93

$39,946 $36,782

66 61 56 47 44 44 43 30 22

0.78 0.73 0.73 0.71 0.5 0,36

Cotter/Doulman

37 47

Taylor/Attard/Bell Trimboie/Mezera

23 14 62

Hislop/Briggs Stenniken/Gazzard Russell/Shaw

Commodore VP Commodore VP Commodore VS Falcon EF Commodore VS Commodore VS

13 7 14 0 8 19

P.O'Brien/

Commodore VR

0.33

$13,052

41 38

Callaghan/Barnacle Willmington/Sieders Poole/Scott

Commodore VR Commodore VS

20 0

0 15

0 0

$13,052 $9888

Romano/Grice

Commodore VS

0 0

20 15 14

0.33 0.25

0 0 0

0.23

0.20

$9096 $7910

0 0 0 0 0 0

8 0 0 0 0 0

0 3 2 0 0 0

0 4 0 0 0 0

8 7 2 0 0 0

0.13 0.11 0.03 0 0 0

Hart/Lawrence

Commodore VR

Pearson/McCarthy

44 28

Rose/Burton Waldock/Smith

79 12

Conway/Monaghan Williams/Gover

Commodore VR Commodore VS Falcon EF Falcon EB Commodore VS

Bradbury/Stokell/Tratt

Commodore VS

34 18 0

15.33 15.16

23 22

$30,849 $28,872 $28,872 $28,080 $19,775 $14,238

$5142 $4350 $1186 nil nil nil

DNF= Did not finish

Telecast: Channel 7

HOW THEY RATED: AMP BATHURST 1000 Survey Race pos pos 1

Sponsor

Car Drivers No

Car

Pre- Hours Hours Hours Hours Tota! race (1-2) (3-4) (5-6) (7-8) sec

Total min

$ Value

Morris/Baird

BMW 320i

1 83

Jones/Biela Brabham/Brabham

Audi A4 quattro BMW 320i

11 3

McConville/Hemroulle Menu/Pjato

Wanwick/Brock

26 4 6 37 8

Watts/Crompton J.Richards/Rydell Harvey/Radisich Newman/Bewley Nilsson/McLean

60 7 34

Bailey/Lutf Cleland/Kaye S.Richards/Neal Thompson/Skene

Diet Coke/ BMW Motorsport ORIX/Audi Sport Diet Coke/

4 5 6 7 8 9 10 11 12

BMW Motorsport ORIX/Audi Sport

13 14 14 16 17 18 19 20 21 22 23 24 25 26 27

DNF 6 DNF 4 DNF

Merpati/ANZ Qantas FI Grand Prix Esso Ultron Prime TV/Volvo Esso Ultron

DNF 5 10

Fastway Couriers Prime TV/Volvo FAI Insurance

DNF DNF

888 Race Eng Valvoline/Cummins

DQ 7

Knight Racing Faber-Castell

DNF

Phoenix Motorsport

10 45 14

Bates/Adderton Auger/Kyte Shaw/Robson

12 64 58

Barclay/Cornish J.Richards/Riley Pickett/Seiders

jj DNF DNF DNF DNF 8

David Auger HVE Motorsport N.Barclay CPW Motorsport HVE Motorsport B.Bradshaw

DNF DNF NC 9

Merpati/ANZ Roadchill Express Knight Racing MF Motorsport

DNF= Did not finish

16 ,Nelson/ Matthews/Holden r

468

354

666

971

2526

42.1

$2,304,554

275

224

225

442

172

574 346

477 580

1775 1554

29.58 25.9

$1,619,209 $1,417,766

Audi A4 quattro

Renault Laguna Vauxhall Vectra

7 43 10 0 12 0

84 359

232 471

299 177 76

292 438 157

656 163 184

232 182 131

190 413

20.15 19.7 15.82 14,98

$1,103,011 $1,078,378 $865,987 $820,005

0 0 170 12 0

27 63 74 65

448 56 124 154

84 67 49 129

1209 1182 949 899 713 536 267 244

11.88 8.93 4.45 4.07

$650,311 $488,828 $243,593 $222,791

60 7 127

4 143 44

237 234 198 198 193

3.95 3.9 3.3 3.3 3.22

$216,223 $213,486 $180,642 $180,642 $176,262

2.82

31 16 64 20

106 61

169

0 0 0 0

3 8 56 28 45 0

2.12 2.07 1.62 1.57 1.42 1.35 1.18 0.85 0.75 0.62

$154366 $116,048 $113,311 $88,678 $85,941

0 0 12 0 0 0

127 124 97 94 85 81 71

Peugeot 406 Volvo 850 Peugeot 406 Peugeot 405 Voivo 850 Honda Accord Vauxhall Vectra Nissan Primera Ford Mondeo BMW 320i Toyota Camry Alfa Romeo155 Hyundai Lantra BMW318I BMW318i Hyundai Lantra

20 23 30 88

Chapman/Bradshaw Jones/Moore Searle/Full Hills/Pavicevic

BMW318i Renault Laguna BMW 320i Ford Mondeo

Fitzgerald/Miller

Peugeot 405

94 29 6 0 28 0 12 0 0

0 19 0 16 0 17 2 118 0 29 0 0 65 0 40 0 11 0 33

46 2 0 19 25 0 0 6 14 4 3 82 5 3 0 0 4

51 45 37

$77,730 $73,899 $73,899 $64,593 $46,524 $33,938

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5December 199/

Aussie ace Jim Richards went to Suzuka to race a ten year-old chassis with a $12,000 budget and a small, but enthusiastic, crew - and, while he didn’t win the NASCAR Thunder Special at Suzuka, he shook the Good 01’ Boys to the soles of their shoes on November 23. V Driving the Dick Midgley-owned and prepared Pyroil Performance Products/No Fear Pontiac Grand Prix, Richards’ sterling perfor mance at the Japanese Suzuka cir cuit outshone many of the seasoned NASCAR Winston Cup campaign ers and his efforts were beamed around the world by the US-based TBS Network. Suddenly, it seemed, the super speedway world had discovered a new NASCAR hero - this time, though, he was an established leg end from Down Under. Richards qualified on the front row of the road course grid in appallingly wet track conditions, alongside veteran Valvoline Ford Thunderbird racer Mark Martin, with 1996 NASCAR Suzuka winner Rusty Wallace in third spot in the Miller Lite Ford. Under clear sunny skies, the 125lap feature was won by ’97 Winston Cup Rookie of the Year Driver Mike Skinner, with Richards claiming sixth behind Martin, Randy Lajoie (Chevrolet), the similar car of David Green and then Michael Waltrip in the Woods Bros Ford Thunderbird. “It was great to be out there cir culating with guys like Mark Martin, Rusty Wallace and Dale Earnhardt,” commented Richards. “We had a relatively small and compact crew that worked well together and we had a gi'eat time while achieving a strong result amongst the best NASCAR teams. “We weren’t a high-budget opera tion like the Winston Cup teams with their professional pit crews. We resided in garage number 45, while the majors were down the other end of pit row. “Several of the smaller teams next to us really took a strong interest in our progress, as we were achieving what they had hoped would happen to them. “Two of our regular ACDelco Cup crew members, Warwick DeRose and Gerard Classon,joined up with some Canadians and a lone American to work on our Pontiac under Dick’s guidance.” Richards’ performance was even more meritorious, considering his car was one of the veterans of the field. It was used by Allan Grice to grab pole position for the NASCAR support event at the 1991 Gold Coast IndyCar Grand Prix, Gi’ice taking the car to victory the next day. The chassis is approximately ten seasons old, has had three Pontiac body updates, plus several new front clips and a rear imit. According to Richards, the chas sis did not hamper the team’s perfoi’mance at the meet. “We were only hampered by the wet conditions during Saturday’s practice and qualifying,” he said.

Turning Japanese Jim Richards discusses his Suzuka NASCAR outing with GRANT NICHOLAS competitors - he regained his posi “For most of the two hour prac- we were going slightly slower in the tice, the windows in the car were wet - I was only pulling 8,600 revs tion as he outbraked them heading fogging up after two and a half down the main straight on the wet into the first corner. “It was then that we discovered laps, forcing me into the pits to track, “The TBS television crew did sev that the gearbox ratios were have them cleared - mind you, wrong,” Richards said. Mark(Martin) and I were swapping eral interviews with me on “First was too short and the other Saturday and they were played places on top of the time sheets.” In the last ten minutes of the ses three were too long, making it diffi during Sunday’s telecast, which was quite good. They were staying cult at the restarts. sion, the Jack Roush team taped up at the same hotel as us and several “If I left it in first, the rear tyres the front of Martin’s T-Bird and he would light up like a dragster; if managed to squeeze out a slightly >of them spent some time socialising second was used, the engine would with our team members during the quicker lap. “We weren’t worried about being evenings - they struck up a good bog down, so I had to establish a rapport and we provided them with compromise and hope that not too the quickest,” Richards explained. many passed me as I struggled to plenty of interesting stories for the “It just sort of happened, as I cir culated around the 2.25-kilometre viewers, regain speed. “A short time later, I talked to Fortunately, race day dawned road race course learning more Dick on the radio and said that the about the car and where the track bright and sunny, but it was a little went- we really just wanted to get brisk due to a strong wind blowing engine was pulling just over 9,000 revs down the main straight, which the windscreen wiper to stay on the across the track, “I didn’t want a wet race, because*- equated to 280 kmh. He spoke to screen at speed, plus ensure the I was certain we would be able to our engine builder, Jim Michaels of demister system worked properly. '4

“I wasn’t losing any speed on the others, once everyone settled into a groove -in fact, I was attempting to get past Martin, who was preventing me from lapping quicker “One of the crew guys went down the road to a car wreckers and got a stronger wiper unit, which cost us some development time, as practice was nearly over.” Qualifying saw the 30-car field split into groups of five, with the quickest from practice being last out onto the track. After the heavy spray had set tled, Martin had pole with a 1:02.279 tirne, while Richards was next quickest with a 1:02.605 lap to be ahead of Wallace, Skinner and Jack Sprague, who was driving the Rain-X Chevrolet Monte Carlo. “The Goodyear wet weather tyres were unbelievable, providing plenty of grip coming out of the corners and along the straights under all types of conditions,” Richards stated. “As it turned out, we were brak ing at virtually the same spot as in the dry conditions, but, admittedly.

run with the best if everything was equal. “NASCAR thought it was great to conduct practice and qualifying in the wet and I believe that future Watkins Glen and Sears Point rounds of the Winston Cup series win be run in the wet, as they used this race meeting to gain experi ence under such circumstances. “All the drivers drove really well - several speared off, but that was expected - and they are bloody good racers, as they do between 35 to 50 major events a year.” After the driver introductions and three pace car laps, the green flag was waved and almost immedi ately the caution was displayed, after several cars tangled in the first group of corners. Richards was third into the first corner after the initial race start, but, on the restart from a single file configuration, was passed by two

Performance Technologies, who has been supplying Dick with good strong engines for many years. “Jim asked what was my maxi mum range and I notified them that it was 9,200. They then con ferred and said it was safe to pro ceed in that range for the balance of the 125-lapper. “Our engine was one of the three strongest ones out there. “When the engine blew in Rusty’s Ford, I was right behind him and he pulled to the side, my Pontiac just clipping the reai’ of his car and the Rain-X Chevrolet of Sprague touching my rear bumper. “I wasn’t losing any speed on the others, once everyone settled into a groove — in fact, I was attempting to get past Martin, who was pre venting me from lapping quicker. “On lap 12, he got a slight advan tage and managed to pull several car lengths clear.

“Then my tyres started to go away, allowing the others to go past as the cai- wasn’t handling good, but we didn’t want to pit under gi'een. “The better-handling Winston Cup competitors made some ground on us at that stage, as I had dropped down to seventh by lap 43 when we pitted imder gi’een - we retm’ned to the track in nineteenth spot.” While on fresh rubber, Richards immediately recommenced making up lost ground until the now illhandling Pontiac applied additional pressure to the Goodyears. However, he persevered and managed to be in second place behind the Budweiser/DuPont Chevrolet of Ricky Craven before pitting again on lap 73. “Everyone else was also pitting and, due to our slow pit stop com pared with the professional teams, we started from the rear of the field,” Richards elaborated. “I had to pass everyone in the queue, including cars that I had already lapped earlier in the race. “Some were quite quick, as their cars were in good condition after being delayed by spinning off or calling into the pits for minor adjustments - getting by them took quite a while.” The Pyroil Pontiac was now 40 seconds behind the Lowe’s Home Improvements machine of Skinner, who was 3.742 seconds clear of Martin, with third-placed runner Lajoie holding a ten second advan tage over Richards. ‘1 was gaining on the guys dicing for third to fifth, but, five laps fi’om the chequered flag, my tjues start ed to go away and I failed to contin ue gaining that extra second or so on them, as their tyres weren’t deteriorating,” he said. “We decided to consolidate and finish in sixth, as I was the last car on the lead lap.” While the team was loading its car into the shipping container, they were advised that they had received a large sheire of the TBS television coverage that was beamed live to the USA and, by associated net works, around the world. “Every thing went well for the Pyroil/No Fear team during the race, considering that we didn’t have time to set the car up to my liking prior to the race meeting,” Richards concluded. “We have been invited back for next year’s race and, with a little more development work, we could give the US teams another good run for their money.”

1997/98 GOODYEAR AUSTRALIAN SUPER SPEEDWAY SERIES - POINTS AFTER ROUND 1 OF 6 1997/98 ACDelco Cup I. Kim jane. Bob jane T-Marts/Repco . ...350 ,330 2. jim Richards, Pyroil/No Fear .320 3. Terry Wyhoon, BP Car Care 4. Neville Lance, King Koil/Autopor ... .316 5. Ian Thomas, Valvoline/Killer Loop ...306 6. Max Dumesny, Valvoline/Killer Loop .305 7. Graham Smith, Graham Smith Racing .280 8. Dean Wanless, Metalcorp Recyclers .277 9. Rodney jane, Auscar Alloy Wheels ..271 10. Paul Stocker, Consolidated Waste ...268

1997/98 Strathfield National Cup I. Jason Wyllie, Trust Bank/Compueriand ..345 .345 Darren McDonald, Powermac 3. Matthew White, Freighter/Holden .. .325 4. Richard Howe, Ferntree Gully Bolts .306 5. Eddie Abelnica, Melb's Cheap Cars ..301 6. Shane Houlahan, Houlahan M’sport ..300 7. Nathan Pretty, DeWalt/Goodyear ...293 8. Marshall Brewer, Fastrack/Cigweld . .280 Darryl Speers, l&V Truck & Trailers .280 10. Paul Cover, Auscar Alloy Wheels ...268

1997/98 Konica Sportsman Series 175 I. Con Vereker, Vereker Smash 170 2. Ron Savas, Balnarring Panels 3. Andrew Gillespie, B&A Automotive ..165 4. Chris Robinson, Goodyear Belting ...160 5. Leanne Ross, Chris Milton Engines ...155 6. Graham Crawford, Crawford Racing .150 7. Gerry Raleigh, ICI Autocolour, Kerrys ..146 142 8. Tony Howlett, Howlett M’sport 9. Neville Blight, Neville Blight Car Sales 138 134 10. Ian Smith, Ian Smith Racing

By Martin D Clarl

ON TRACK... After his sickening demise last season, Gene Cook is making a welcome comeback.(Thunder-Pics)

Gene Cook returns in Austoil T-bird East Keilor race engine-builder Gene Cook returns to /'the Thunderdome for the second round of the ACDelco Cup series this weekend in a Ford Thunderbird running under the banner of loyal corporate supporters Austoil Lubricants. During the opening round of the 1996/97 series at the Calder Park Thunderdome, Cook’s Ford Falcon XE8 and Robert Tinworth’s Pontiac Grand Prix had a coming together on the main straight, resulting in Cook’s machine hitting the outside wall at over 220 kmh. The venue’s medical and safety crews worked feverishly for a con siderable time to remove the gi-avely injured Cook from the wrecked vehicle before he was transported to hospital - following several months of recuperation, he was back at his race shop and enthusi astically preparing for his next ACDelco Cup assault. “We have purchased Charlie O’Brien’s former Thunderdome Ford Thunderbird from him - in fact, we have nicknamed the car ‘Charlie’ and it’s signwritten on the dash,” explained Cook.

“The car came complete, less the to gain another victory on the Thunderdome. engine and the differential centre. “Over recent months, our crew “Unfortunately, a delay in receiv has stripped, checked and updated ing several integral parts has pre the whole car, plus we’ve fitted a ’97 vented us from getting in some seri body kit^to the US-built Laughlin ous testing and development with chassis.”' the car. However, providing we can Cook is hoping to maintain the get a few shakedown laps under pace the car happily achieved when our belt, we should be on the pace O’Brien had the car - the last time reasonably quickly.” it competed in the GENE COOK, back in black. (Thunder-Pics) Q.ueenslander’s hands, O’Brien managed to place it on the outside of pole position with a formidable 27second lap time. “The engine that I will be using next weekend in the Austoil Lubricants T-Bird has only done two races and is still extremely fresh,” Cook said. “It produces in excess of 670 hors es, so once we get a handle on the car’s handling package we should be able

ike Skinner, driving a Richard Childress Chevrolet, won the first race of his rookie season in the NASCAR Thunder Special held at the Japanese Suzuka circuit on November 23. Skinner took the lead in the latter part of the 125 lap race from dominator and polesitter Mark Martin in his Roush Ford. Australian champ Jim Richards was the surprise outside pole sit ter on grooved rain tyres that were not used in last years event, but were needed to qualify in Friday’s extremely wet conditions before the dry race on Saturday. Richards remarked that he would be happy with a top ten result in his underpowered Pontiac, so his final sixth place was very pleasing. Last year’s Suzuka winner Rusty Wallace qualified third (but dropped out early with a seized engine) with Skinner fourth. Dale Earnhardt had a coming together with eventual 11th place finisher Keiichi Tsuchiya - he later rejoined the race, but while battling to get a lost lap back, cut down on Martin and landed in the sand again, this time to retire. Skinner passed Ricky Craven, driving team mate Jeff Gordon’s DuPont Chevrolet, on lap 103 and pulled away to a 3.742-second win. Final results: Skinner, Martin, LaJoie, D Green, M Waltrip, Richards, K Wallace, Sprauge, Gilliland, G Bodine.

ill France Jr suffered a mild heart attack while in Japan and rested in a Tokyo hospital before his trip back to the USA later in the week - France, 64, is expected to make a full recovery.

e first event of the 1998 sea_ son, the Daytona 500, will carry the largest purse in NASCAR his tory, some $6 million - this year’s Indianapolis Brickyard 400 event was the former largest at $4.7 million, where winner Ricky Rudd pocketed $571,000. John Andretti wasofofficially named the driver the #43 Petty Enterprises STP Pontiac. Andretti drove for The King’ in 11 races in 1994, before moving

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to Kranefuss-Haas and then to Cale Yarborough Motorsports midway through 1996. The nephew of Mario Andretti scored his first and only win at Daytona in July this year. RCA, Caie Yarborough's sponsor, had departed the operation, forcing Andretti and crew chief Tony Furr to depart the team. Roger Penske Michael Kranefuss willand apparently announce during the first weekend of December at the New York awards banquet that they have formed a partnership as PenskeKranefuss Racing, fielding Fords for Kranefuss current driver Jeremy Mayfield. Penske pur chased Carl Haas’ portion of Kranefuss Haas Racing to form a two-car operation, enabling the teams to share test data.

ary DeHart, who resigned as Terry Labonte’s crew chief following the Martinsville race in September, has now left Hendrick Motorsports to become the crew chief/team manager for Busch Grand National series driver Lyndon Amick.

icky Craven’s Hendrick Chevrolet will carry the #50 on it’s Budweiser paint scheme next year, replacing the current 25 and celebrating NASCAR’s 50th anniversary season in 1998.

Doth Jeff Gordon and Bill Elliott Ounderwent successful surgery recently, Gordon for an operation to his throat to remove a polyp and Elliott for removing pins and plates from his left hip, inserted after his 1996 Talladega accident.

ich Bickle will drive a Ford Taurus for the newly-formed Washington Irving Motorsports in 1998. Bickle was runner-up in this year’s NASCAR Truck series for owner Darrell Waltrip and was to drive a Chevy for him next year but sponsor problems forced him to look elsewhere. Speculation is that the new ride’s sponsor will be 7-UP.

ichard Broome, who last worked as crew chief for Hut Stricklin at Stavoia Brothers, has joined Triad Racing and driver Gary Bradberry for the 1998 season. Broome was fired from Stavoia after the Indianapolis race, where team failed had to qualify prior tothe that, Broome worked with owner-driver Ricky Rudd, Kenny Bernstein’s Winston Cup team and Hendrick Motorsports.

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PROUD KANUK:^ Jacques wears his '' I national colours with pride (right) while racing for the British Williams team.

Jacques illeneuve’s diaries (Photos by ICN)

At mid-season, Jacques Villeneuve was still training Michael Schumacher in the World Championship and things were not looking all that good for the favourite. The second half of the season brought the title, but not without considerable controversy, as Jacques himself explains in this second part of his season review:

HEAD OF THE CLASS:Jacques dyed his hair after seeing the film Trainspotting. He admits some peo ple were annoyed, but reckons Frank Williams liked it. (Photo by Michael Cooper- Allspori/APL)

July 27, Germany/Q9, Crash: Jacques not happy in qualifying and spins off in ‘road rage’ inci dent in race. Schumacher is second. I knew Hockenheim would be a bad race for us. It actually turned out to be a terrible race! I qualified very poorly - ninth I think - and it was difficult to go back to the hotel and keep your back straight. I had a good start. I was fourth

or fifth and it was just a matter of running around and not making mistakes, which wasn’t easy because Jarno Truili was behind me. The car was much better after the pit stop and I could actually catch up on Hakkinen. But I made a mistake and Truili got past me. I was alongside and he brought me over to the left. I had to lift - either that or bang wheels with him or go onto the grass. That really, really annoyed me. When I moved left

he moved left, when I moved right he moved right again. At the chi cane I was on the dust completely on the inside; I lost it and went off. It was the worst possible feel ing. I should have just accepted that Truili had got by me and just taken two or three points, but I didn’t want to accept it because I knew that I could catch Mika. Actually it turned out that I could have got Michael tor second as well, because he eventually had to make an extra pit stop. The car was very difficult to drive and the spirit, the atmosphere, every thing was wrong. When it’s like that, you just end up in a sandtrap. You’re all negative, everything is dark and grey. Nothing went right the whole weekend. JV: 43pts/MS: 47pts August 10, Hungary/Q2,1st: Jacques wins after Hill has last lap heartbreak. Schumacher drops back to fourth. I'd won m Hungary the year before, but it’s not the type of track I normally favour. But still we went there confident. The car was not too bad, but we could tell that there were Continued next page

24 5DecembefW97

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Jacques Villeneuve’s diaries Continued from previous page going to be tyre problems like in Spain. Michael was on pole and I ended up second. The big surprise was that Damon was up there, which was good to see. We were working weil again not iike Hockenheim - and the spirit was high. I had a bad start; I let the clutch slip too much and ended up fifth, behind Hakkinen and Eddie. After a few laps I could see that Eddie blistered his tyres, so Mika got in front of him and then I did. I knew Michael would have the same tyre problems; Damon got by him and then I got him. Then we got to the stops. The second set of tyres weren’t very good; I could feel they were going to blister, so I couldn’t chase Damon. He had the race in his pocket, but two or three laps from the end my engineer came on the radio and said, “C’mon push, we think Damon’s got some problems. There’s a small chance you might catch him.” So I pushed and pushed. On the last lap I caught him. I had momentum and I didn’t want to have to slow down. He moved over, so I went on the grass and got by. I didn’t want to lifti I just couidn’t believe it - it was amazing. It’s not always because you’re the quickest that you win a race, it’s because you’re in the right place at the right time. You’ve got to make sure you’re there. JV: 53pts/MS:56pts August 24, Belgium/Q1, 5th: Jacques messes up tyre deci sion again in wet race and makes extra pit stop. He eventu ally finishes fifth. Schumacher scores stunning win. Belgium is my favourite track, along with Suzuka, so I couldn’t wait to go there. Just doing a quick lap around Spa is so fulfilling. You can go home, at night with a big smile and you feel like you’ve done something.

be used for the opening laps. Some other drivers knew already; had we known - say seven min utes before - then the choice wouid have been easy. That changed the whole race. Michael, on intermediates, soon got by me. He was the oniy one I was thinking about and I thought I could not go on with those tyres. I went into the pits; the team told me not to come in, but I still did. I didn’t want Michael to just disappear. But it was a mistake! The tyres weren’t ready, so we lost a few seconds and when I came out I was 19th or something. The inter,mediates were much quicker, but I couldn’t make the most of them because I was stuck in traffic. Then three laps later the track was ready for slicksi So now I had to do an extra stop. I ended up being way back and, even though I had the quickest car, it was too iate. It was just a question of push ing and pushing, just for one point. Later Hakkinen got disqualified, so we got two points. It’s all experience and in the futurq' I probably wouldn’t make the same mistake. JV: 55pts/MS: 66pts September 7, ltaly/Q4, 5th: Jacques gets caught at the back of a queue of cars in which no one can overtake. Schumacher is just behind him.

I knew Monza wouldn’t be great, but at the same time I knew that Ferrari wouldn’t be very quick there. The start didn’t go very well. I was overtaking Fisichella, but David was overtaking me and I was caught in between the two cars. I preferred to lift rather than get caught in a sandwich, because for me it was more important to get points. I was quicker than Fisichella, but you just had to stay where you were and drive around and around. We did a very slow pit stop, came out behind him again and that was it. I stayed there the whole race and finished fifth. The whole race I was pushing like a maniac. It was really strange, because nobody could overtake. It was just a boring race for the drivers and for the teams and the spectators. At least Michael was behind me and the good thing is we got in the right ball game - we were with in 10 points, within a win of him. JV: 57pts/MS: 67pts

The car was very difficult to drive in Germany and the spirit, the atmosphere, everything was wrong. When iTs like that, you just end up in the sandtrap. Qualifying went well and we knew it was just a matter of mak ing a good start and we’d get back into the lead of the championship. Then 15 minutes before the race it started raining. It soon stopped, but it seemed it was too wet tor intermediates, so full wet tyres were put on the car. But I just had a hunch that those were the wrong tyres. I asked for intermediates, but you’re not ailowed to change with five minutes to go. That’s when we iearned that the safety car would

September 21, i Austria/QI, 1st: Jacques makes a bad start but r recovers to win easily. Schumacher is sixth after losing possible second to yellow flag passing penalty. The spirit was very strong, very high in Austria and I thought we could do well. At the start I lost out to Mika. I got to the first corner and Truili braked late - he actually locked his wheels - and he got me, too. I lost momentum, then Barrichello accelerated out of the hairpin bet-

ter and he also got me. It was hard; for two laps I was slid ing all over the place. But once I got heat in the tyres, it was easy. The car was doing exactly what I wanted it to do; it’s the best car I had in a race this year. It as if it was part of my body; I could feel everything it was doing, I could do anything I want ed it to. It was amazing to drive. I pushed Barrichello and after a wbrl-e. he started sliding too much. I got by him and, as Hakkinen was out, it was then just a ques tion of pushing and pushing to get Truili. We were eating seconds off every lap, closing the gap. Actually for once we had a good strategy; we started on full tanks to run as long as we could and we got out of the pits in front of him. Then it was just a matter of staying there. That win got us the momentum and we were now one point behind We Michael, thought he must be starting to feel the pressure, mostly because the tracks remaining should suit us. JV: 67pts/MS: 68pts September 28, Luxembourg/Q2,1st: Jacques is heading for third when both McLarens blow up. Schumacher crashes out at first corner.

I was very confident for Nurburgring because I’d beaten Michael there last year. He did half the race in my mirrors and I knew he would remember that. My start was OK compared to the guys around me - except for David. I went into second gear, he came alongside me and I thought ‘What the hell is he doing here!’ I couldn’t believe it. it was a little bit hectic into the first chicane. Frentzen hit my rear wheel, so I bounced up a little bit and got sideways and that’s why David stayed in front of me. I knew right away that Michael had crashed behind me - they told me on the radio and then I saw it on the big TV screen coming out of the hairpin. I was pushing really hard to keep up with Davi.d, but i couidn’t over take and there was no way I could catch Hakkinen, who was leading, But then they both blew up. It’s annoying when you hear people say “McLaren were so much quicker, they should have won.” If you want to have an engine that’s got a lot more horsepower but can’t last the race, then of course you’re going to be quick-

er. That doesn’t mean you’re worth the win. Anyway, now I had a nine point lead ... JV: 77pts/MS: 68pts October 12, Japan/QI, 5th (Disq): Jacques triggers sus pended ban by speeding under yeilow fiags in practice. He races under appeal,finishes fifth and then the following week gives up the points. Schumacher wins. I was hyper optimistic about Suzuka. I expected our car to be strongest and it’s a track that really suits me. I just couldn’t wait to drive at Suzuka because the sensation you get when you’re on the edge, getting a quick lap, is just amazing. There’s a little bit of risk, but you forget about that. Just the pleasure - it’s orgasmic, basically! We were a little bit surprised by Ferrari’s speed; it was a shock to us. I still got pole, but then we heard about the problem with the yellow flags in the morning. After Monza I was on a suspended ban and in Austria and Nurburgring, any time there was a yellow flag in a corner, I would slow down ridicu lously, just to make sure. In the past nobody’s slowed down on the straight for flags, or very rarely. It was everybody’s decision to appeal and be allowed to race. You can’t just give up. If there are odds against me, then I’ll try to beat the odds. That’s always been my style. Still, it was hard to work on the

car that evening. We knew that the race could end up being artificial, that there was a good chance of us not getting the points anyway. My plan was to make a good start and make sure I was in front of Michael, then drive at my pace. It went well at the beginning, until Eddie passed Michael for second. He had told me in Tokyo the week before that he was there ”...to make my life difficult”. I wasn’t sure how far he would go and I didn’t want to fight him. When he put his wheels next to me, I said, “Please have your fun, go in front and enjoy yourself.” Later Michael got ahead of me in the pit stops. That’s when I had the chance to take him off. I could see him, but I just couidn’t bring myself to do something like that; you have to live the rest of your life knowing that you’ve done it. Then I saw Eddie slowing down and I knew that we were finished. Eddie let Michael by and then he slowed me down and that was it. Then I had a delay in the pits. When we ended up with only two points, we decided that it was better not to try to keep them and risk a further penalty, so we with drew our appeal. JV: 77pts/MS: 78pts October 26, Europe/QI,3rd: Jacques survives assault from Schumacher and then drops back to third on the last lap. Michael finishes year in the gravel. I had said before Suzuka that

FORIVIULA 1

5DecembefW7

laps you’d tell yourself “Let’s do saw that from the podium, that another qualifying lap now!” That’s was really special. It was a kind of why it was fun. It was mental, it a personal, human touch that was physical, there was a lot of showed how much of a team we stress, you were always on the were and how human beings can edge the whole time, get along together. i could see that Michael was Then it was just a question ofmaking a iot of mistakes, locking talking to media, shaking hands, wheels, going wide in a corner. I pictures, signing autographs and couid see that he was working after four hours of that I thought it hard and^it was taking a toii on doesn’t feei like winning any more - it’s not fun! him. That made me feei like push ing even harder, to try and make JV: 81pts/MS: 78pts him more tired than me. All that After Jerez... was going through my mind. At the last pit stop I was pretty The whole season’s been hec close to him and I was hoping to get him in the pits, but I came out tic, testing between every race, just behind him. In two laps, I ate PR, media. It’s been heavy, heavy up the difference. I knew that this going. I was tired and I know was when 1 needed to make my Michael was tired because he told move and he aliowed me to get me. close enough to go for the gap. I was set on it. When I got to the brak a ing, in my mind I thought i was just not close enough. But I braked as late as I could, got on the inside, didn’t lock a wheel and I was in. It was,“Wow, I’m in, he didn’t see me!” That’s why I was happy - because I surprised him. He told me after the race he didn’t see me - he was concentrating on brak ing as late as he could. Then he saw me and he just wouldn’t accept it and he- tried to take me off. I didn’t see him coming; I just felt People see that you race on the bang because I was in front of Sunday, that’s all. But there’s a lot him, already turning into the cor- more to it than that! The only thing ner. i can remember about this year is I wasn’t sure what he had racing, testing; it ail has to do with touched and the hit was pretty my job basically. I couldn’t tell you strong. I thought I’d have to stop in anything else that happened; it’s the pits or something; it had to be so little compared with what’s broken. I went very slow for two been put into the racing, into the laps and everything seemed to work. It’s great that there was a bat hang on. I was trying not to put too tle. Even though you’re tired, it much load on the suspension, try keeps your stamina up, keeps you ing to go as slow as I could. The time it took to do those last pumping your adrenaline. You stay 21 laps ... I couldn’t believe that it awake and you still push for it. If had taken so little time to do 48 there was no competition, you before! All I had to do was finish - couldn’t do it. It’s weird now because there’s even sixth would have been nothing to do! I don’t need to enough - but until the last metres wear a watch, 1 don’t need to it can still break. Hakkinen got closer to me - I look at my agenda, I can just could block him and try to keep the wake up one day and take a win, but I didn’t really care about plane and go somewhere if I the win at that stage. He put his want to, without thinking twice it. It’s great. nose in, so I just let him by. David about This is the first time in three also got on the inside and he went years when there’s a big break for second. I didn’t really mind. like this where you can just relax It was amazing; it was better and think about nothing. That’s than a win. The way the race had why it was so important to win it. happened, the way the champiAfter all those years of hard work, onship had been fought, that’s it would have been very hard to what counted for me. The best bit was when the team not get it... n

Michael told me after the race he didn^t see me .o. then he saw me

BLONDS HAVE MORE FUN:Some of the Williams crew donned wigs to celebrate the World title win with Jacques after Jerez, a gesture which he really appreciated.

OfKRA

andjust wouldn accept it and he tried to take me off

ME AND MY SHADOW: Sometimes It can be lonely on the Grand Prix circuit. ME AND MICHAEL: Jacques shakes hands with his championship rival Michael Schumacher as a gesture of goodwill... which came to nothing in the final race. (Photos by ICN and Allsporl)

we had a great lead, but it could all turn around again, you never know. But I knew that Michael had had all the luck he was going to have. I thought both of us might be on the front row, but it was a big surprise that Michael got the same qualifying time as me; it was almost too much. If you were not there, it was hard to believe. We had seen in the past Michael do what he did against Damon in Adelaide. I knew that there was a chance of that hap¬

pening. But Max Mosley and Bernie Ecclestone had a good chat at the drivers’ briefing just to make sure something like that wouldn’t happen. Michael was saying before the race he wanted it to be all sporting. Michael made everyone else look like idiots at the start and he got in front of me, as did Heinz. I was very careful. I didn’t fight Heinz; I thought, OK if he’s quick enough, he can have a go at Miphael. Then after a few laps

Heinz slowed down, moved over and let me by. If there’s one guy you’re going to have to fight every lap of the race, it’s going to be Michael. He’s a very good driver and he’s very fit also. Jerez was one of the most physical tracks. I had trained hard er than eyer this year and I wanted him to prove to me that it was worth it! The race was hard, because the stakes were really high. You just kept pushing and every three

put the yellow wigs on. When I

As told to ADAM COOPER

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Round 2

PAY NOTHING FORj^

igh-speed action returns to the Goodyear Thunderdome when the

contenders in the ACDelco Cup and the Strathfield National

Cars series line up for the third and fourth rounds of the

1 .

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1997/98 Australian Super I- B .'f' rj

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mumm mumntST m mmaets snm AS iimias.saaa

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to be amongst the front-runners

Richards qualified on the

champion Kim Jane taking the ACDelco Cup honours in his

Holdens series; plus Paul Freestone and Adrian Bartsch in

at this meeting in his sparkling blackThunderbird.

front row, alongside polesitter

the Bob Jane T-Marts Legends.

Hoping to add another

Bob Jane T-Marts/Repco Chevrolet Monte Carlo, while

The ACDelco Cup sprint rounds will mark the return to

the young guns of the Strathfield National Cars -

racing of former race winner Gene Cook in his new Austoil

Darren McDonald and Jason

Lubricants Ford Thunderbird -

Wyllie - each scored victories

at last season’s opening round.

10.00

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11.45

ACDelco Cup Cars Practice

12.05

Promotional Time

5.15

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Bob Jane T-Marts

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Round 2(10 Laps) Race 7 Holden Quality Parts HQ Holdens

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Round 1 (30 Laps) Race 3

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Holden Quality Parts HQ Holdens

Legends 9.56

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Qualifying Session 1

Qualifying Ses.sion 2

Roush Racing Valvoline Ford Thunderbird - he then came

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and veteran Winston Cup cam paigner Mark Martin in the lead

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Round 1 (10 Laps) Race 2

7.30 /XTr&

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Qualifying Promotional Time

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Thunder Special’ at the world famous Suzuka International Circuit.

Round 2 l Saturday 6 December 1997

1.45

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ACDelco Cup features tally is ’95/96 titleholder Jim Richards,

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in their VS Holden

Cook, a race engine-builder in East Keilor, won the final round of the 1996/97 ACDelco

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Round 3 (10 Laps) Race 10 ACDelco Cup Cars

10.30

Round 2 (60 Laps) Track Closed

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Round 1 (40 Laps) Race 5 ACDelco Cup Cars

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I Round 2

Page 4 HIIDBSFOIIT

Round 2 —

Suzuka success! Jim Richards'performance in Japan upstaged the Winston Cup legends

everal weeks ago, Jim Richards, the Mr Versatile

American NASCAR regular Mark Martin, in a Valvoline

of Australian Motprsport,

Ford Thunderbird, claimed pole position on the grid over

flew to Japan at the invitation of the NASCAR US management to contest the ‘NASCAR Thunder Special’ 125-lap race at the world famous Suzuka International Circuit in a Pyroil No Fear Pontiac Grand Prix fet tled by Canadian team owner

Dick Midgley. Steady rain during Saturday’s practice and qualifying session forced the thirty competitors to utilise special Goodyear wet

Richards with a Im 2.279s lap around tjie undulating 2.25 kilo metre road race circuit Richards’ best was a 1:2.605, good for second spot and the front row on race day. Behind Richards was last "year’s race winner. Rusty Wallace, in the Miller Lite Ford Thunderbird, along with thirteen other visiting Winston Cup dri vers, nine Winston West com

It was a thrill to compete

Name

Ken James

Graham Smith

Jim Richards

2 3 5

280

Ian Thomas

330

Chevrolet Monte Carlo

Rodney Jane

Auscar Aiioy Wheeis/Exide Batteries

Chevrolet Monte Carlo

306 271

Max Dumesny Scott March

Vaivoiine Pro Heads

Chevrolet Monte Carlo Pontiac Grand Prix

305

Darryi Coon

258

Simoco Radio Communications King Koii/Autopro

Pontiac Grand Prix

236

Ford Thunderbird

4 19

316 112 239

to gain second spot on the grid was a real bonus.”

of the Caterpillar Chevrolet of David Green - then came

Michael Waltrip in the Woods

Bros Citgo Ford Thunderbird.

23 26

Jimmy Eiiis

25 27

Terry Wyhoon Kim Jane

33 34

Trevor Oliver

to 50 races in a year, whereas

Richards managed to finish sixth overall, behind five full

we only have six ACDelco Cup race meetings in.a season. To

time US NASCAR campaigners

come over here and be as high

after dropping some time when

as second for quite a while, plus be in contention for outright honours, was fantastic.”

NASCAR racing - the first time was at Sydney’s Eastern Creek

and, interestingly, four invited

he was forced to pit under a

Raceway in 1993.

Japanese runners.

green flag when the other major

CLASS ACT... The #1 Pyroil/No Fear Pontiac Grand Prix of Jim Richards in action on the Thunderdome banking.

106

Randy LaJoie in the Fina Chevrolet Monte Carlo, ahead

Skinner defeating Martin by 3.742 seconds.

Points

Pontiac Grand Prix

into the top ten, if possible and

“To finish in the top six was great for me and all of the team members,” said Richards. “The US drivers contest 35

Place

Pyroil/Sikaflex/No Fear/Bob Jane T-Marts Valvoline

Richards. “Our aim was to get

Sunday’s feature was won by 1997 NASCAR Winston Cup Rookie of the Year Mike Skinner at the wheel of his Lowe’s Chevrolet Monte Carlo,

Vehicle Chevrolet Monte Carlo

change tyres and refuel under a caution period. Third across the line was

6 10

Sponsor 1C Coffee ll

Chevrolet Lumina

with guys like Martin, Wallace and the legendary Dale Earnhardt,” commented

petitors, four NASCAR Craftsman Truck Series drivers, one Busch Grand National racer

weather tyres for the second time in nearly 35 years of

race contenders managed to

1997/98 ACDELCO CUP Championship Entries

Neviiie Lance Mark Harrison

Pontiac Grand Prix Phil Monday Panel/GB Galvanizing

Chevroiet Lumina

14 15

BP Carcare

Chevrolet Monte Carlo Ford Thunderbird

239

320

350

Terry Byers

Gene Cook

Austoil Lubricants

Chevrolet Monte Cario Chevrolet Lumina Chevrolet Monte Carlo Ford Thunderbird

John Faulkner

Chevrolet Monte Carlo Consolidated Waste

Oldsmobile Cutlass

Bob Jane T-Marts/Repco Southern Motors/Kirkman Transport

Kevin Schwantz

Paul Stocker

268

Leslie Kennewell Mark Colin Packaging

Pontiac Grand Prix

236

Andrew Calvert

Sign Pro

Chevrolet Lumina

261

75 95 96

Dean Wanless Bob Middleton John Maultsaid

Metalcorp Reeyclers Whiteline Transport (Aust) P/L Consolidated Waste Management

Ford Thunderbird

263

115

ax is back! - that was the chant from his loyal fans on the

Max is

spectator mound at the Goodyear Thunderdome last November, when Max

Since he made his super speedway debut at the start of

Dumesny wheeled his #5 Valvoline Chevrolet Monte

the 1990/91 racing season, thousands of race fans have

Carlo onto the grid for round

streamed into the Calder Park venue to watch in awe as

ope of the ACDelco Cup Championship series. His car’s corporate colours

Dumesny racked up nine victo

oil company having shared a

ries, as Well as winning the '92/93 championship title. After establishing the cuiTent lap record of 27.1278 seconds back in October '95 in a John

host of Sprintcar titles and dirt-

Sidney Chevrolet Monte Carlo,

track features with Dumesny

Dumesny later in that event became the first Australian to

also signalled Valyoline’s return to the world-famous 1.83 kilo metre banked tri-oval track, the

over many loyal years.

Chevrolet Monte Cario Ford Thunderbird

"Fm cuiTently sixth in the pointscore, one place behind Ian (Thomas) and I feel confi defeat the visiting US Winston Cup NASCAR super stars, 'Tve always enjoyed racing on the super speedway and, when the opportunity rose to contest this season's series, I

dent that I'll be able to improve the car's handling and top speed package.” As well as contesting the ACDelco Cup Serie, Dumesny is striving to clinch his fourth World Series Sprintcar

made the appropriate arrange ments to ensure that I would be

Championship in his Valvoline J&J machine.

in an competitive car," said

Dumesny snared the series title in '89/90, '90/91 and

Dumesny. "The Monte Carlo that team owner Ian Thomas supplied did a great job at the opening round, considering we were unable to test or practice due to rain.

'92/93 - -but to win the ACDelco Cup Cars and WSS Championships in the same season would be a genuine first," enthused Dumesnv.

m P I

Mlill 11

P A R R

I Round 2

Round 2 BM P.8./

HiniSPIBI

The Young Lions Darren McDonald and arch-rival Jason Wyllie

1997/98 Strathfield National Cars Championship Entries No 02

Name

Sponsor

Vehicle

Marshall Brewer

Fastrack Racing

Ford Falcon

2 3 4 11

Nathan Pretty Nicole Pretty Eddie Albenica

Dewalt/Goodyear

Holden Commodore

8 7

Dwealt/Goodyear Melbourne’s Cheapest Cars

Holden Commodore

257

Richard Howe

301

Ferntree Gully Bolts A&P Racing

Holden Commodore Ford Falcon

18 20 22

Amin Chahda

Points 280 293

306

236

Robert Burns

Ford Falcon Holden Commodore

Clyde Lawrence Mark Seaton

Holden Commodore Ford Falcon

Jason Wyllie

Trust Bank/Computerland Hobart

Hoiden Commodore

345

Patrick Kennedy Matthew White

Port Link

Hoiden Commodore

109

Freighter/Hoiden/iCi Autocoior/Bridgestone l&V Truck & Traiier Repairs

Hoiden Commodore

325

Holden Commodore

280

Holden Commodore Holden Commodore

11 2

257 345

Holden Commodore Ford Falcon

10 17

112

28 31 38 41 44

Darryl Speers Wayne Smith George Kyritis

Holden Commodore Percy’s Resturant Powermac Performance Products Bob Jane T-Marts/Yella Terra

Darren McDonald Paul Gover

47 55

Leigh Watkins Edward Woods

Head Stud Development Co

Holden Commodore

Jason Morrell

251

Jason Morrell Racing

Ford Falcon Holden Commodore

242

Tierney GL/Midland Contractors

254

Holden Commodore

300

Steve McDonald

Shane Houlahan

268

POWERMAC... Handsome VS Commodore Strathfield National Car of title aspirant Darren McDonaid scored a November win.

arren McDonald and

series that features five events

Jason Wyllie, the Young Guns of the 1997/98 Strathfield National

on the Goodyear Thunderdome and a round in mid-January on the half-mile (0.8 kilometre)

Cars Championship, are chas

oval at South Australia’s Adelaide International

“When I made my National Cars debut at Sydney’s Oran Park Raceway in November 1994, I set my.self a four year

His first season in the class saw him finish eighth overall in the ’95/96 series and third out right last season, behind White

goal to win the championship series,” said Wyllie. “In ’95/96,1 finished the

and Wyllie.

Wyllie’s fast and handsome Trust Bank/Computerland Hobart/Mosfax Commodore is

series in 12th position, while last season’s series was decided

super speedway, as we’re approaching 265-270 km/h

in a three-way battle between

along the Pedders Suspension

based at his home town of

White, McDonald and myself in the grand finale, with Matthew

back straight,” commented McDonald.

both drivers managed to score a

Devonport on the north-west coast of Tasmania, while

win and a second placing each, which put them on top with equal points on the .series tally

McDonald prepares his Powermac Racing Products/Cobden Milking

board - defending titleholder Matthew White was close

Machines Commodore at his

ing the elusive series title and the $10,000 winner’s cheque for each of the series rounds in their formidable VS Holden Commodores. At last month’s opening rounds at the Thunderdome,

behind in third spot. Both 23 year-olds are deter mined to fight out the six round

Raceway.

family’s Karting performance manufacturing business in the Victorian Western District township of Terang.

(White) managing to grab the

“It’s great running hard with the other leading drivers on the

spoils - this season, I’m deter

“The $10,000 cheque that is presented to the winner of each

mined to win it,” Wyllie said.

round certainly assists the

McDonald followed Wyllie into the category twelve months

team’s racing budget and, com

later, after winning the

coverage on the Ten Network

Australian Sportsman

and Optus Vision, we have a

Championship series in a 4.2 litre V8 Holden Commodore.

very good series that offers cor

bining that with the television

porate supporters a tremendous

TASSIE'S FINEST ... Pace man Jason Wyllie is a firm contender for this amount of exposure throughout Australia. “It’s a class that I really enjoy racing in and I've learnt a

tremendous amount dicing with veteran campaigners like Marshall Brewer. Richard Howe and Bruce Williams - in fact.

season's Strathfield National Cars championship.

beating any group of competi

Thunderdome in November was

tors is always most pleasing. “My first Strathfield National

most satisfying and all I want to do now is take some more tro

Cars victory on the

phies back to Terang.”

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l Inspect carbon canister l Check all tyres l Inspect brake pads and discs (linings and drums) l Examine front and rear suspension l Inspect steering linkage l Check exhaust system and underbody l Tighten chassis body bolts l Check operation of lamps/lights l Inspect seat belts l Road test & report Platinum spark plugs and some 4WDs extra.

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PATTERSON CHENEY HOLDEN

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45-57 Maroondah Highway

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ft Patterson Cheney ' HOLDEM

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Page 10 iMniMHiTl Round 2

U'LnJlilLrui^Cl

ACDelco Cup Cars Strathfield National Cars Konica Sportsmans Holden Quality Parts HQ Holdens Bob Jane T-Marts Legends*

0 0 JU

^T @

I2i

27.1278 secs 30.6053 secs 32.6828 secs 36.1566 secs 30.6113 secs

Chevrolet Monte Carlo Holden Commodore Holden Commodore HQ Holden Ford Coupe

M. Dumesny D. McDonald C. Gilliland J. Agosta M. Coleman

ilfl®

OCTOBER fiifl

Nitro Match Race

'WW'Wv

National Open Drag Race Meeting

OCT M

[1997_,Victorian^^B v-Ht )‘.i Nitj-o Funny Cars Rd 3. Australian Pro Stock & Championships,

Australian

Australian Top Bike

Pro Stock Bike

Superspeedway

Championship Rd 3,

Championships

Superspeedway

Championships Rd 1

Australian Top

National Open

Championships Rd 5

Goodyeai" Thunderdome

Doorglammer

Drag Race Meeting

Goodyear Thunderdome

Drag Racing ' Street Meet

Drag Racing Street Meet

Drag Racipg Street Meet

'.VI

areas on Sunday afternoons.

five of the events conducted on

we will be presenting some

which commences under lights

the steeply-banked Goodyear

bonus highlights to celebrate the

at Melbournes Calder Park

Thunderdome, plus a flat-track interstate round at South

anniversary at the February ’98

Regular highlights packages of all events to be broadcast

race meeting.”

nationally on the weekly

Drag Racing

exciting action.

Australia’s Adelaide

Australian

©US S© °

Championships Rd 4 Adelaide International

Superspeedway

Raceway

of the Australian Super

Saturday night, January 17. “I believe the commercial

Speedway Championship series

OPTUS VISION

has enabled the sport’s

Live, or same day, telecasts

sanctioning body, AUSCAR

of all six championship rounds

RACING Pty Ltd, to secure the

nationally.

will be broadcast by Network

further growth and continuing

following extensive television

Ten, along with their national

success of Super Speedway

coverage for the 1997/98 racing

regional affiliate Southern Cross

racing in Australia,” stated Ed

Network, plus Optus Vision and Australia Television.

Ritchie, Managing Director of

season," Marketing Director Bill Jane said. NETWORK TEN

Promotions Pty Ltd.

Twelve one hour telecasts to

producer of SBS Television’s

largest and most diverse

Sunday afternoons and one half-

as far west as India, covering

Australian Top Alcohol

Championship

popular Speedweek program for

television package that has been

some 28 countries and in excess

a regular highlights package to

announced for a domestic

hour pre-season preview to be aired in late October

Drag Race Meeting

Drag Racing Street Meet

Australian

Shell Australian

Australian Top Fuel

Superspeedway

Touring Car

Championship Rd 5

Championships Round 6

Championship

Goodyear Thunderdome

National Open

Goodyear Thunderdome

“It is most certainly the

be aired during their weekly

racing series by any industry

Sunday afternoon shows.. -

standard to date.

again offering a variety

of cost-effective membership packages for its extremely pop

Club key ring

Super Speedway

n Quarterly Newsletter

Championship Rounds con

n Actual value for all Super

ducted by Calder Park

Speedway events - $120

ular Australian Motorsport Club, which has treated a host

including the official practice

of privileged patrons to addi

days and race meetings con

OPEN DRAG RACING

tional benefits during previous

ducted at the Goodyear

MEMBERSHIP-$ 180

seasons of racing at the Goodyear Thunderdome, Calder

Thunderdome and Adelaide

Park Raceway’s Drag Racing quarter-mile track and Adelaide International Raceway. SUPER SPEEDWAY MEMBERSHIP - $80 Super Speedway Membership entitlements for the next season

International Raceway until the expiry of the membership

n Admittance to all Open

RACEOBAR

Exclusive to Revolution 1 Racegear

LeMons

COMBINED M’SHIP- $200

the Super Speedway Membership

Nationals - and Qualifying

and the Open Drag Racing

seating area within the

Days, conducted by Calder

Goodyear Thunderdome on

Park until the expiry of the

Membership at a special price for the 1997/98 season

membership card (12 months)

fmm$49

Racing events - $270

ings - including the 1998

n Free pit entry at all Open

Q0V&

n Actual value for all Drag

Motorsport Club grandstand

n Actual value for both memberships - $390

^GmupA

Club key ring

n Your own Australian

presentation of your mem

|1H Daytona

n Free Australian Motorsport

Combined Membership offers the benefits derived from

bership card

National Drag Racing meet

For allyourSiiperSpeectwayneeds

ings, including the 1998 Nationals

card (12 months)

of 60 million households.

SOUTHERN CROSS

nevownOM j

n Quarterly Newsletter

Open Drag Racing Membership benefits include:

Beijing, as far east as Fiji and

Newi ‘97-98

Australian Motorsport Club membership options n Free Australian Motorsport

be broadcast Nationally on

NETWORK

Drag Race Meeting

n Admittance to all Australian

The action-packed racing will be beamed as far north as

been established with the

j]s =

include:

Asia Pacific Region.

Calder Park Motorsport

Super Touring

Championships Rd 2

alder Park Motorsport

AUSTRALIA TELEVISION Twelve one hour programs to be beamed via satellite into the

BOC Casks Australian

Superspeedway

Promotions Pty Ltd is

program.

USA vs AUS Jet Cars,

Championships Rd 3 Goodyear Thunderdome

Sunday SBS Speedweek

International Raceway on

television coverage that is now

Superspeedway Australian

"The excitement and quality

in place will contribute to the

All the Championship rounds

SBS TELE'VTSION

at the Goodyear Thunderdome

of colourful, high-speed and

National Open

Australian

celebrate its tenth anniversary,

In addition, an agreement has

Drag Race Meeting o ©

be aired nationally into regional

championship series will see

32nd Australian

Drag Racing“ Street Meet

Twelve one hour programs to

Championship Series

television viewers with plenty

Championships

“With Super Speedway-style racing in Australia about to

1998 Nationals

Championship Round 3

Championship Rd 2

The high-speed, six round NASCAR and AUSCAR

MARCH 20-21-22

*. r

National Open

Drag Racing Street Meet

he 1997/98 Australian

Super Speedway

November 1, will provide national and international

Championship Rd 4 Drag Race Meeting

Australian Top Fuel

National and international television coverage

Raceway on Saturday,

Circuit Length: 1.83 kilometres (1.3 miles) * Legends compete on 839 metre track

A R

Round 1 BU Page

l aicai-r

Boots fmm$99

We Have a ^ Great Range of l Racewear l Aral a Ben Helmets l Window Nets * Steering Wheels l Seats a Harnesses ® Speedflow Hoses a Fittings Pyroim * Race Equipment \jind much more! J

Window Nets

Double layersuHs ftvm$498

suitspom $698

w!jsm Uim

i FP s'iil i'i

Caster/ ~ Combe-Gauge

call 1800 804 778 to.^ch vour

StopwaMia

T i

<> 1

P A I K

P k

Round 2 iMfllBiSUDBlI Page 13

Round 2 I

'1997198 Konica Sportsmans Championship Entries Vehicle

Place

Points

2 8 10

170 142 134

20 3

103

Name

00 02 03 06 08

Ron Savas Tony Howlett Ian Smith Glenn Potter Ron Thorne

Andrew Gillespie

B & A Automotive/Valvoline

Ford Falcon Ford Falcon Holden Commodore Ford Falcon Holden Commodore Ford Falcon

2 3 5

Gerry Raleigh Neville Blight Leanne Ross

ICI Autocolour/Kerry Panels

Ford Falcon

Nevill Blight Car Sales

Holden Commodore

7 9

Chris Milton Engine Developments

Ford Falcon

Stuart Morrison Graeme OBrien

9 12 13 14 16 18 19 23 30

Sponsor Balnarring Panels Ian Smith Racing R&D Roofing

165 146 138

Ford Falcon

Holden Commodore Holden Commodore

Graham Crawford Elias Kyritsis

Crawford Motorsport

Andrew R-Andersoq

Cranbourne Tyres/Yokohama

Hayden McCarthy Graeme Gilliland Mark Sutherland

GTV9

Holden Commodore

G&G Engineering

Holden Commodore

Darryl Howden Dallas Crane

Darryl Howden Racing The CV Joint

Holden Commodore

^he Saab Performance

to tail are accelerated to more

Team will thrill specta tors at the Goodyear

than 100 km/h before the front

155

Thunderdome with a polished

127

high-performance driving act. Under the guidance of

Holden Commodore Dennis Panels

Swedish rally ace Erik Carlsson, the team utilises five

150

turbocharged Saab 900

33 34 35 42 54

Harvey Cat'ton Chris Howard

Harvey Catton Racing Car Trek

Jamey Hollier Sam Milton Chris Robinson

Chris Milton Engine Developments

Scott Teleskivi

71 78

SAAB Performance Team at the Dome

Goodyear Belting

Talladega models plus a special 15

109 118

ly modified 900 turbo Coupe with a locked differential that

115

Holden Commodore Ford Falcon

13 19

124

makes it possible to perambu late along on two wheels.

Holden Commodore Ford Falcon Ford Falcon Ford Falcon

17 4

112 160

121

Brett Campbell

Ford Falcon Complete Fire Services/Tectaloy Coolants

Ford Falcon

Trevor Knuckey Con Vereker

Vereker Bros Smash Repairs

Ford Falcon

Paul Allwood

Holden Commodore

John Umseher

Penrith Printing Services Associated Car Care

One of their feature perfor mances is the 180 degree spin, in which two cars traveling nose

106

175

130

car flicks into a perfect 180 degree spin and shoots down the track backwards, nose to nose with the following car. The coupe de grace is the 180 degree spin that flicks the car back to its original direction of travel, all executed with the following car only centimetres away from body contact. The team, formed in 1987 for the 50th anniversary of the then Saab-Scania organisation, is concluding its Australian tour tonight at Calder Park.

Holden Commodore

Glenn Potter

21 h'

1997/98 Bob Jane T-Marts Legends Championship Entries

Name

Sponsor

Vehicle

Adrian Bartsch

Repco

37 Chev Sedan

1 3

Murray Carter Peter White

Freestone Transport

37 Chev Coupe

292

Freighter Trailers

37 Ford Coupe

320

4 6

Geoff Durack

The Shoe Factory

37 Dodge Coupe

300

Clive Henderson

Raztrans Ptv Ltd

37 Chev Sedan

284

303

Place Points 2

7 8

Rodney Jane

Auscar Alloy Wheels

37 Chev Coupe

Jody Freestone

Freestones Transport

37 Ford Sedan

9 31

Matthew Coleman Barry Meriritt

Bob Jane T-Marts

37 Ford Coupe

32 34

.Pgtgj'..Williamson Paul Freestone

Freestones Transport

37 46

Alfred Bartsch

Undercover Parking

John Faulkner

John Faulkner Racing

37 Chev Coupe 37 Chev Coupe

Bradley Radcivffe Malcolm McLaren

CCM

37 Chev Coupe

Geoff Newton

345

ip(it

Irt Mb'

37 Chev Coupo 37 Chev Serilan__ 37 Foird Sedan

40 Ford Coupe 37 Dodge Coupe

345

315

160

i revolution best presented sportsman ... The Dennis Panels #9 Ford Falcon Konica Sportsman of Graeme O'Brien won the Revolution Racegear Best Presented Team award.

taTC G»siUlMe

p 1 1

P t B H

Round 2 ImniBMBBil Page 15

IM Round 2

1997/98 Holden Quality Parts HQ Holdens Cup Championship Entries

Super Speedway Terms BANKING

The angle of the track surface. Tracks like the Goodyear Thunderdome - which has steep 24° banking in the turns - are fast tracks, but shallower banking

object attempting to move through the air, such as on a parachute. Setting the rear spoiler upright makes the back-end of the car

LOOSE

STOP-N-GO

A handling condition that results in the rear-end of the car

A penalty issued by race officials requiring a driver to come into his pit, bring the car to

.stick a lot better, but it also

wanting to drift outward going through a corner - the car is

increases the drag considerably.

dversteering, the opposite of push.

keeps speeds down for slower racing.

BLACK FLAG A black flag waved by the starter to signal that a driver is being penalised by the race director for at least one of a variety of illegal actions.

CLEAN AIR Smooth-flowing, or undistributed air - “My car just won’t run properly in traffic, but give me some good, clean air and I’ve got a good shot at winning.”

DIRTY AIR Turbulent air - “With all the cars running side by side and nose to tail, we had some pretty dirty air out there and the cars moved around a bit.”

DOWNFORCE The force exerted in a downward direction by air on an object moving through the air. The Chevrolet Monte Carlo’s

Establishment of Points Finish Position

Ch'ship Points

1 175 2 170 3 165 4 160 5 155 6 150 7 146 8 142 9 138 10....134

Finish Position

Ch'ship Points

11....130 12....127 13....124 14....121 15....118 16....115 17....112 18....109 19....106 20....103

Finish Position

Ch'ship Points

21....100 22 97 23 94 24 91 25 88 26 85 27 82 28 79 29 76 30 73

GROOVE

POLE

The path(s) around the tri-oval

Short for the pole position, the

track that tend to produce the quickest lap times. “The groove around this track is pretty wide,

top qualifying position given to the fastest driver during the qualifying session.

but our car is really only working well down low in the turns.”

LIFT

PUSH A handling condition in which

An aerodynamic condition

the car exhibits a tendency to continue in a straight line,

giving it more downforce for

created by air getting underneath

although the front wheels are

better handling.

the vehicle, causing it to rise up

being steered into a turn.

aerodynamic shape allows more air to hit the rear trunk, thus

DRAFT To follow another car closely in order to improve the aerodynamics of both cars, allowing them to travel faster together than either could separately.

DRAG The force exerted in the opposite direction by air on an

from the racing surface, much like

“It’s picked up a push going

an airplane wing cutting through the air.

into turn one and it just won’t steer away from the outside wall.”

“Right now, we need a bit more front spoiler to get rid of the lift we’re getting at high speed.”

LINE The groove. The path a driver chooses to drive around a race

SLINGSHOT To pass rapidly - usually after drafting - to conserve power.

SPOILER ANGLE

track - “He’s taking a high line

The angle (measured from horizontal) of the rear trunk

through the corners.”

spoiler.

a complete stop, then go back out racing. “We came out of the pits too fast and the race officials caught us and made us do a stop-and-go, so were gonna drop several positions.”

TOOK THE AIR Used to describe the actions of a driver who gets too close to the back of another car, resulting in reduced airflow over the front car’s rear spoiler, causing the front car’s back-end to become loose - “The quicker driver came up behind me going ijito the corner and took the air off my spoiler. I was all over the place and had to let him by.”

TRI-OVAL A triangulated oval track layout popular with many super speedways, such as the famous

08 2 4 ' ^5 6 7 8 9 10 11 13 14 15 16 17 20 21 22 23 24 25 26 28 30 31 ^ 33

Charlotte Motor Speedway and our own Goodyear Thunderdome. The tri-oval tracks, with their

34 35 37 38 40

fast dogleg, provide some of the

most exciting racing the sport has to offer.

45 49 51 54 68 70 73 76 77 78

Daytona International Speedway,

UNDER YELLOW The race is running under yellow when the caution flag comes out. The race officials normally keep the cars running under yellow while debris is thoroughly' cleared from the track.

WHITE FLAG A white flag waved by the starter to signal the last lap of a race.

81 -84 86 92 97 98

Name

Sponsor

Kellv-Anne IVlitchell Trevor Hale Steve Jessup John Agosta Jim Simmons Dallas Crane Michael Fitzgerald Paul Butler Adam Gillett Steve Walker Scott Walker Glen McDonald Rod Smith Mark Wicks Paul Grieve David McSaveney Ken Leigh Anthony Edwards Tony Atkins David Page John Spencer Bob Weight Richard Ireland Hayden Ivers Douglas Leaver Shane Ryding Reece Arrandale Allen Boughen Ian Hibbert Jason Morris Bob Muller Percy Richardson

S&MAuto Mart CSR Emoleum Steve Jessup Enterprises AMR LPG Equipment/ACL/Repco Werribee Sand Soil & Mini-mix The CV Centre Starburst

Robert Hepburn Andrew Koolen Mark Stockar Paul Bongiorno Philip Marturano Paul Fairbairn

John Harding Andre Bombski Leigh Yarnal Anthony Edwards Adrian Lauder Craig Griffin Gregory Aquilina Leigh Casey Graham Francis David Keleher Tracey Moulden Rod Blanche

Dennis Panels Growers Choice Hydroponics Walkers Transport

Butch Jones Racing Butch Jones Racing Vanaclip

Alrin Panels Aluminium Specialties Titan Fuchs Oils/Echlin Titan Fuchs Oils/Echlin Conpower Concreting

Vehicle

Place

HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden HQ Holden . HQ Holden

37 7 10 1 30 21 37 13 22 8 2 17

Arrans Auto Growers Choice Hydroponics Repco Auto Parts/Thirst Beverages HQ Holden HQ Holden Plaster Wholesalers HQ Holden Double R Motors HQ Holden ACL Engine Parts HQ Holden C&B Performance Engines HQ Holden HQ Holden HQ Holden Dennis Panels' HQ Holden Franklyn Welding HQ Holden Dependable Security Services HQ Holden Rose & Crown Hotel Mount Gambler Windscreens HQ Holden 13-HND HQ Holden 13-FIND HQ Holden iS§ngan_Batman Institute of Tafe HQ Holden HQ Holden ABC Smash Repaiys 5 Star Panels HQ Holden D & J Racing HQ Holden Sunlite Express Pty i tri HQ Holden Entire Cabinets & Joinery HQ Holden Scania Vic Used Trucks; HQ Holden Rod Blanche Racingf HQ Holden

Points 284 261 350 155 201 242 185 280 335 214

28 22 16

164 185 215

35 26 6 33 32 37 25

100 167 307 146 152

15 34 36 37

227 134 55

29 44 37

161 206

9 19 4 3 26 24 14 12 37

276 203 310 330 167 179 236 245

3§

155 310 203 254

4 19 11 37 37

173

28 fi

DRAG RACING

5December 1997 35

m G: 0

By Gerald MeDor, n When the John Force Racing circus arrives at an NHRA track for a national event, they bring over 300,000 lbs of equipment with them, including three fully loaded semi-trailers, a loaded hospi tality bus and attached trailer, four Funny Cars, 14 engines and enough spare parts to get them through a weekend... n Around 60% of the mer chandise sold by the Sports Service outlets which service the NHRA Winston tour is believed to be John Forcerelated merchandise... n In the last 16 seasons, Austin Coil has won an amaz ing nine NHRA Winston Car World Funny Championships as crew chief, seven with Force and another two with Frank Hawley. Hawley was the paid driver for Coil and his long-time partners Pat Minick and John Farkonas while they ran their own ChiTown Hustler Funny Car on the tour between 1982-84... S At any time at the John Force Racing headquarters, there can be up to 10 nitro Funny Cars in either a com plete, or partially complete, stage. That number includes the two Force has sitting on the facility’s showroom floor. There can also be up to another six complete spare carbon fibre Funny Car bodies, each costing around $20,000... n John Force Racing’s impressive headquarters are located at Yorba Linda, an outer suburb of Los Angeles. The facility, which includes a massive workshop, stunning showroom, bar and conference facilities, was built as a Nissan Inifiniti dealership, although the company that built it went broke and it was never opened. Force took over the facility in late ’96 ... n When the John Force trans porters rolled into the Yorba Linda facility to prepare for the Winston Finals, it was the first time the trucks and crewmen had been back to the base since February; the team spending the previous eight months on the road travelling to events... n How well paid are the Force team members for their dedication? Well, it is rumovu’ed one team member not one of the three crew chiefs - who stayed with the team the entire year earned, including base salary and bonuses, approximately US$100,000 during the team’s dommant 1996 season! If one of the team’s cars reach es the final, the crew guys receive - whether they work on Force or Pedregon’s cars - a US$200 bonus each, with a win bringing US$1,000 extra. As a super bonus, if both Castrol team cars reach the final round, each member of the team receives US$2,000!...

In drag racing, there is no doubt that the decade of the nineties belongs to just one man and one man only - the enigmatic John Force. This year saw the fast-talking, former “fat ol’ truck driver” from Yorba Linda, California, drive his 315 miles per hour Castrol-backed “hot rod” to his seventh NHRA World Funny Car Championship an amazing achievement consider ing that, entering the nineties. Force was yet to win one title, let alone seven - the result making him, by far, the most-crowned dri ver in professional Top Fuel and Funny Car history. But, despite the fact that Force is a great talker whose mouth runs almost as fast as his Ford Mustang Funny Car, a man with very little mechanical knowledge can’t be suc cessful without the right team of people, who all have the same goals, backing him. Force built the foundations for that winning team back in late-’84 when, with the help of his unole Gene Beaver and friend Russell Long, he approached the irrepress ible Austin Coil. Coil, whose career in drag racing began after his first exposure to the sport back in his hometown, Chicago, in 1964, had won the 1982 and 1983 Winston Funny Car Championship as crew chief with partners Pat Minick and John Farkonas and their famed ChiTown Hustler car. But, after a winless ’84 and with no sponsors on the front for ’85, the future was looking a little dim for the infamous trio. “Our driver Frank Hawley was planning on opening his drag rac ing school and he redlly didn’t want to be committed to a full-time job anymore and we were unable to have enough sponsor support to be sure of what we were going to do in 1985,” Coil recalled. “Right about then, this fast-talk ing Force gave me a call saying he had big sponsors and more money than I was used to working with and he needed my help. “We talked for a while and it seemed like it would be a good idea and I gave it a whirl,” Coil said with a laugh. It was a mandage made in heav en, or as Coil says, “maybe in hell, depending on how you want to look at it” and a marriage with which each partner has contributed in his own way, to reach the end result, the common goal of winning. “The undeniable facts are that I have very few skills in the promotionaPpeople end of the business, as John has very few skills in the mechanical end of the business; but. between the both of us, there proba bly isn’t much lacking, so we make a real good team,” They make a real good team so much so that, since Coil joined Force for the ’85 season, the worst they have finished in the Winston points standings is sixth and in the nineties have only missed out on one championship, losing the title to the McDonald’s-hacked entry of Cruz Pedregon at the last race of the year in 1992 - they have won nearly 70 NHRA national event vietoriesf a record for the nitro classes: Their successes have ajso brought more sponsor backing than anyone ever thought possible for the quarter mile sport, the advent of the corporate dollars allowing Coil and his team, which now includes other notable tuners Bernie Fedderly and John Medlen, to push the boundaries'of drag rac ing technology. “The major ingredient that has helped the sport is money and starting about 1990 is when we first started to get enough money

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100 PERCENT... Austin Coil’s efforts in producing World Champions are legendary.(Gerald McDornan pic)

Austin Coil, legendary tuner fFunny Car^s John Force, to Gerald McDornan i

from sponsors and racing and win ning to where we actually had money to spend on development and technology. “Prior to ’90, we were all doing as best as we could, so we had to be real careful of buying something we didn’t need; so, when we got the money, we started planning for fur ther.down the track and not just for the next race meeting. “If you have enough budget, though, you ought to be able to put the.talent together to get the job done, which we did with Bernie [Fedderly] and John [Medlen] join ing us and the results are on the board and should continue to be put there.” Enough budget, Coil says, is around five million US dollars a year - although he does say they have to pay a lot of that to him but it is through that amount of money he is able to implement his plans to help the team stay on top. Included in Coil’s plans to help push the boundaries of technology and perfoimance was an extensive research and development progi-am which wag required to help them remain at the top, along with a second team Funny Car, which the team added in 1996 with Tony Pedregon at the wheel. “Certainly, having a two-car team is an advantage,” Coil told Motorsport News. “And it is an important part of making an all-out effort to be World Champions.

“We have more cars to beat the opposition with and we also have more opportunities to learn infor mation from experiments. “Generally, if we want to try some new cylinder heads or super chargers, whatever, we’ll test them on Tony’s car before we run them on John’s and that is, certainly, an advantage.” The two-car team has proved to be even more of a success than was ever envisaged, including by both Force and Coil, with Pedregon fin ishing second to his boss in both last yeai-’s and this year’s Winston championships. “Unfortunately, there were no books to read on the subject of di’ag racing technology - I suppose if there was, we’d be the guys to widte them - so whatever we wanted to learn, we had to figure it out by ourselves. So having the bigger team with enough budget to cany on has been extremely important.” The results of the R&D progi-am, already show in both Force and Pedregon’s results over the past two seasons and have also allowed the team to get on with developing even more advanced equipment, equipment which Coil believes will take the team to the next level. “We’re developing high-speed data acquisition that’s going to show us cylinder pressures and crank position within half a degree and all kinds of good stuff,” Coil said with a smile.

“We’ve actually run a little bit so far and have some data; but, like with anything new, there are some problems ... but we’re headed in that direction and the results should show in both the perfor mance and equipment usage areas.” Unlike when Force and Coil’s contemporaries Bernstein and Armstrong developed the original drag racing data recorders back in the mid-eighties, though, the equip ment the Force team is developing won’t be readily available to their opposition for a long time to come. “This is just a time war,” Coil states. “It’s not what you can have, but what you can have first that counts. “If we develop a data system that works and we have it a couple of years before it’s commonly avail able, then that’s a good advantage. “Our goal is only to develop things only for the success of John Force Racing, not to develop prod ucts to sell to the competition,” he said forcefully. “When it’s devel oped, it won’t be readily available to the competition.” Also, another innovative R&D idea was the introduction of a dyno for the team’s superchai'gers - the all-important massive air pumps that nitro cars rely upon so heavily, but many times let them down. “Runs are pretty precious and we’re able to save a lot of runs by testing all of the blowers on the

5December 1997

A “So I suppose there could be a “The primary work that me and With these statements, it is quite dyno and finding out how much air Bernie do is what we think needs 317 mile per hour Funny Car and a obvious, despite all the recent suc they pump before we have to rely on them at the track ... and that shows cess of the team. Coil is adamant our hands on it, like the air control 323 mph dragster!” Despite Coil’s experience, though, that himself, Force, Fedderly and systems, the data recording, some in the final results, mechanically and Medlen won’t be relenting on their fuel system stuff, the fuel pumps he and his fellow crew chiefs are competition-wise, that we achieve.” still in awe of the fire-breathing opposition,,the fear of losing driving and magnetos. While technology can be readily nitro beasts that power Force on his “In past years, we’ve had to work developed by the other teams, them as much as the day they first four second, 310 mph-plus runs like slaves, but now we don’t man began in the sport. though, one thing that can’t be paid “One of the statements I’ve made handle the blocks, cranks, cylinder down the quarter mile and he for with more, or developed by a heads and blowers like we used to, admits that they are still chal that’s really trae is that, I suppose guru behind a computer, is experi ence and, at John Force Racing, it that as fortunate as we’ve been, so I can’t see why I couldn’t do the lenges to get from one end of the is in abundance. there isn’t a lot of great thrills job I’m doing right now when I’m 65 race track to the other, even though or 70.” when we win. the do It week in, week out. And it is in this area that Coil ■believes Force comes into his own While Coil is adamant that drag “One of those “things” is not all “But losing is just so darn painful that you want to guard against that racing, despite its incredibly high that easy to get it sorted out, but in regards to value for the team as a driver — almost as much as he as much as possible ... it’s the fear speeds, is far safer than most other when it is, it runs all that easy that forms of motor racing, he is still a it’s amazing that it didn’t always do oflosing is what really drives you. comes into his own as being an believer in the original motto of the it,” Coil said. “We go at it just as vigorously enigmatic personality. “We race a lot, but sometimes NHRA - Dedicated to Safety. “Experience is the best teacher trying to win if we’re at a match “We like to run fast, we know the we’ll go to a race track and make race in Huntsville, Alabama, as we and a young guy can’t have much fans like us to run fast, so we’re three or four runs before we mando if we’re at Indy at the Nationals. experience,” Coil says. “It takes about four years of running the full NHRA national event trail, along with the year ly match races, for a dri ver to get a whole hour of behind the wheel experi ence! “So this spoil; lends itself a lot to where a driver with 20 or so years behind the wheel is really who you want, not some new kid. “Driving the car and going fast and knowing what you can get away with, how bad out of shape the car is, how to pedal it and do all of this and still maintain safety and win races is not an easy deal and experience is hard to come by,” he stated matter of factly. “Don’t forget, the race is only five seconds long and it’s not some endurance COILED FURY... Jdhn Force has won an amazing seven World titles this decade - all with Austin Coil. (Ostaszewski) contest. “John Force is one of the more age to get it sorted out enough to hoping there will be a better solu “The biggest goal of all is to make the most amount of runs without tion than the rules proposal to pull get it to run any speed, it’s that experienced drivers in the sport hard to do.” the cars hack, although whatever it getting beat... anytime, anywhere.” and he only has three or four hours behind the wheel and that would be “Getting the engine being even takes to do [reduce speeds] that Linked to his fear of losing and on eight cylinders to the finish line would be far, far better to do than how he can potentially overcome fairly hard to top out there.” is what it’s all about,” he said, stat risk the chance of losing a driver that with the previously mentioned The experience counts so much ing every nitro tuner’s known goal. due to too high speeds.” R&D program is Coil’s look at his that Coil believes Force is doing a “Even racing every week, we’re The problem Coil sees with most own personal life. far better job wheeling his Castrol learning every day - some times we rule changes, though, is that “I guess when you’re as old as me Ford “hot rod” currently than ever win, but sometimes the beast and Bernie [Fedderly] and Force despite the original intent, they before and he’s improving with bites.” always seem to cost an incredible and [John] Median’s getting there, each passing season. Referring to one of their finer amount of money' to perform and you start to look at the future and “You know, you look around in seem to come at bad times - like moments, Coil proudly points to the securing your retirement, so when other forms of motor sport and you fact that when Force set the nation the proposed changes for 1998 you’re 65 years old and you’re not see people that have been the al record to 4.88 at Topeka in 1996 ,which were originally floated in travelling the road everyday any heroes and they continue to race for mid-October to reduce speeds, but - running eight runs in a row in the more that you’re not going to be liv maybe 5-10 years after they’ve been foui-s, he then went from there to have now been dropped. ing in a cardboard box. to the top and they don’t ever seem Denver and ran 5-Os in the mile“I don’t think there has ever been to be better than the middle of the “The way this industry is that high atmosphere to win that race a rules change that hasn’t upped the more you win, the more money pack,” Coil pointed out. as well - Force made all 16 runs the expenses,” Coil said. you make and so this isn’t the time “And, when you get to know with the same block and crank in “They always claim that they’re to get lazy,” Coil stated. them, you find out that a great “This is the time to be more vig-. changing rules in the interest of the car. majority of them are doing it “But we haven’t been so fortu orous than ever and score some saving you money, but usually it because they say, ‘Hey, I’ve done more wins and stash some more what I wanted to do and I’m mak costs more to save you money than nate this year ...” he said with a wry smile, knowing that he’d been to just leave you alone.” money away and hope that you ing a real good living at this and I bitten a few times while claiming As for the speeds, what does Coil want to continue to make money for, won’t have to go back to fixing a little while before I retire and the yet another championship. transmissions in Buicks in Chicago, believe the Top Fuel and Funny While Coil, along with his fellow Cars are capable of? like I did many years ago.” last thing I want to do is get killed.’ crew chiefs, may have been bitten a “For a long time, I expected the The hard-earned experience has “Fortunately in drag racing, the few times, the resilient Coil accepts allowed Coil and Fedderly to move Funny Cars to run 315, which we danger for drivers is somewhat less the fact that that’s what happens did with Tony’s car in Houston,” away from the dirty and tiring than it is in circle racing and from time to time. Coil said quite proudly of the labour-intensive jobs that are Formula 1, as well, so we’re not achievement. Even though one run may have required between rounds, the veter really plagued by that issue.” “And I think with the present been a failure, in Austin Coil’s view Coil believes that, due to these an tuner now spending much of his to succeed you must have failed engine/fueVclutch combination that factors. Force should be a force to time going over the critical compo be reckoned with for some time. somewhere and that fear of losing nents of the car - and this provides we’re running, if we could stretch will continue to drive the team to him with another reason as to why that another year, the chances we “I’m thinking he’s got to have he believes he can continue on for the winner’s circle ... maybe even could get another couple of mile an another 10-15 years in him and I’m for another 10 to 15 years! hour out the car are pretty good. at least another 10-15 years. thinking I do too!”

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Gerald McD^rmmn

■ What was it worth for Tony Pedregon to beat his boss, John Force, in the final round of the Winston Finals, moving him into second in the Winston Championship ahead of Whit Bazemore? Well, not only did the team receive an extra US$10,000 fi'om the points fund, but Castrol also gave Force a US$200,000 bonus for the achievement! I reckon that’s worth lifting off the throttle for a second to make sure Tony won the event... ■ How much of a celebrity is Austin Coil? Well, the leading mechanical brain behind the huge Force operation signs autographs at the track and, due to his profile and history, was even taken for a celebrity ride in a US Air Foixe F16 jet fighter back in 1989! “It was a lot better than what you’d ever think it would be,” Coil said with a wide smile. “It was bitching ... oh, it was killer shit!” ■ The first year that Coil was a fiiH-time i-ag racing profes sional was 1969, when he ran his Chi-Town Hustler Funny Car with partners Pat Minick and John Farkonas on the lucrative match race tour. That year, the team did 96 match races and turned over US$106,000! In 1997, John Force, with Coil leading the way, did the 23 national events on the NHRA tour and six match races - and John Force Racing turned over in excess of US$5,000,000! ■ John Force actually began his nitro Fimny Car career in Australia, touring with Gary Densham in 1974. Force wheeled the legendary LA Hooker Mustang Funny Car, which was formerly owned by his uncle, the late, great Gene Beaver. Australian Top Fuel legend Jim Read tells the story about how broke Force was when he came to Australia, the now wealthy champ selling the rear wheels and tyres off the Funny Car to Read after the final meet ing so he could buy himself and his crew dinner! On his final trip to Australia, just before his untimely death in the early nineties. Gene Beaver confirmed the story, laughing when he said that Force was so broke that he also had never actually paid for the card Today, Force’s per event bud get, working on US$5,000,000 per year, is over US$170,000!

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DEAR LOU... Long-time Moparman Chuck Etchells sent Dodge a letter- albeit "a.nice letter, but a letter, nevertheless”- to announce his new Chevrolet Camaro ride for 1998. NHRA PERFORMANCE RESTRICTIONS ON HOLD UNTIL 1999 In a perfect woiTd, all of the NHRA Winston championships would come down to the last run of the last race, but it rarely works out that way. This year was no exception, with John Force having captured his unprecedented seventh champi onship at the Revell Nationals in mid-October, Jim Yates having clinched a second straight Pro Stock title at about the same time and Matt Hines having won the Pro Stock Bike title even earlier. The only “race” left was in Top Fuel, but after Cory McClenathan lost in the semis of the Mateo Tools Nationals in Houston is was all but over. All Scelzi had to do was make one qualifying run at Pomona and he’d clinch it, so that left three basic stories for the year’s last race: The Budweiser Classic with it’s $100,000 prize in Top Fuel, the Winston Finals event itself and speculation about the coming sea son. The day following the Revell Nationals, Larry Dixon Jr test drove Don Pnidhomme’s MOler Lite dragster with the previously pro posed new compression ratio limita tions and, while the test was large ly inconclusive, the mere fact that it took place was enough to get the racer’s blood boiling. Opinion about performance restrictions seems somewhat mixed, although when the drivers seriously think about it they’ll often admit that something should be done. What, exactly, is the point and the “Armstrong Plan,” which called for lower static compression ratios and reduced supercharger over drive, didn’t meet with universal acceptance. However, going into the Texas test session and even in the days following it, “universal acceptance” didn’t mean as much as the view points expressed by NHRA. Graham Light and Carl Olson seemed reluctant to consider alter native suggestions, although in all fairness it should be pointed out that, if other workable plans had been put forth, they probably would have considered them. Nevertheless, as is now widely known, no performance restrictions will be imposed in ’98, although it’s likely that, based on projected

The year may be over, but the news continues A post-season reportfrom America by JON ASHER speed performances next season, some change will be forthcoming for 1999. Behind the scenes, however, it appears that the decision to main tain the status quo didn’t come as much from NHEA’s deciding to let things ride as much as it might have from the intransigence of the PRO. According to a highly-placed PRO official, “no matter what anyone says, this was a victory for the PRO. Our members said they weren’t interested in making the changes, that checking things like compression ratio would be extremely difficult to police and that there wasn’t enough time to get all of the parts needed before next year.” Amdng the suggestions we’ve heard for holding down speeds have been a central distribution point for

nitromethane that would limit per centages to 85% or less, or even a restrictor-plate type of thing that would bolt between the injector and the supercharger in much the same manner that Winston Cup cars are equipped at Daytona and Talladega Superspeedway. Another suggestion called for the utilisation of smaller supercharg ers, possibly restricting blowers to 8:71 or possibly 10:71-type units, instead of the commonly used 14:71s utilised today. It’s been widely assumed that Goodyear was at least partially responsible fpr the move towards restrictions and their input can’t be discounted. As the only tyre supplier of slicks for Top Fuel and Funny Cars, they have considerable clout and will certainly continue to wield that authority, as it seems highly

unlikely that Firestone will return to making drag racing slicks in the foreseeable future. Goodyear’s concerns are legiti mate, but they’ve apparently informed the NHRA that they’re okay with where perfonnances are right now as they relate to tyre safety - but it’s clear from every thing they’ve said both publicly and privately that, if speeds get much faster, they’ll begin experiencing problems. In tyre technology, there’s a great deal of difference between speeds of 320 and 330 and, while that mark might have once seemed almost out of reach, Cory McClenathan’s stun ning 321.77 at the Revell Nationals proves otherwise. SOUVENIR REVENUE If the PRO was, indeed, as

instrumental in curtailing the pro posed performances restrictions as we’ve heard, there remain two major issues that have yet to be adi-essed effectively: Purse struc tures and the control of souvenir revenues. The souvenir issue is a great deal more important than it might seem,for there are literally hundreds of thousands and, in a few isolated instances, possibly millions of dollars at stake. Our information indicates that better than 60% of all the sou venirs sold at NHRA venues are John Force-related. So, while Force may be making plenty of money, not only are oth ers not reaping those same bene fits, Force himself isn’t making the kind of revenue he might if . the racers controlled their own destiny in this area. Action Performance, which has been extremely aggressive in licensing drivers and “building” diecast product, is well aware of the potential income the market place produces. Not only did they send Shirley Muldowney to the Revell Nationals in a successful effort to capture all of the publicity (at Revell’s expense), they’ve since purchased the company! Muldowney, a three-time NHRA champion, was clearly the star attraction in Texas, a point that didn’t go unnoticed by NHRA officials, one of whom later said: “I don’t care what any one says about John Force, or anyone else - Shirley Muldowney is still THE DRAW in drag rac ing.” Action’s purchase of the Revell Continued on page 32

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5December W97

The year may be over, but the news continues Continued from page 30

■'

diecast line is significant in that they now control the majority of the licensing agreements and, with superior production and marketing operations, will no doubt signifi cantly increase its revenues. And, yes, the racers will also enjoy those same benefits in the form of increased royalty payments. To give you an idea of how big thq, marketplace is, particularly when it comes to NASCAR Winston Cup diecast replicas, an Action executive told us that a one-off orange Wheaties car driven by Dale Earnhardt in a single Cup race pro duced sales “in the millions.” Similarly, when Jeff Gordon ran a “Jurassic Park” Monte Carlo as a one-off in that same race, it also sold in the seven figure area. One then begins to wonder how well the Action diecast of John Force’s flamed Castrol Pontiac run at last year’s Finals sold, or his Driver of the Year Mustang that he ran at Indy. Muldowney’s plans remain unclear for ’98, but, if a sponsorship could be arranged, she’d like to con tinue on the IHRA Snap-on Tools circuit. Getting her back for the NHRA tour would require significant seven figure funding, which seems unlikely at this late hour, but one never knows about these things. We hear Ms Muldowney has sev eral programs pending, all involv ing the NHRA Winston series. IHRA STAFFING MOVES Speaking of the IHRA, there’s been some major changes in the organisation, with the dismissal of George Elliott as president and Lisa Potter as marketing manager. Elliott’s place has been temporar ily taken by Prolong executive Gary Schuetz, but insiders suggest that at least two experienced people are being considered for the job. Former Drag Review editor Don Gillespie has been named market ing manager to replace Potter. The circumstances surrounding the dismissal of Elliott and Potter are intriguing, to say the least. Insiders familiar with IHRA’s operations believe that Elliott wasn’t the effective leader the Prolong people thought he was, while Potter says she was told she was being let go because the sales of sponsorship programs was behind its previous rate. However, she says otherwise and supposedly has copies of the con tracts she arranged to back her claim - a legal action is likely. ENHANCED PRO MOD PERFORMANCES MOOTED ● Prolong-sponsored Pro Mod dri ver Johnny Rocca, who visited Australia last season, says that new rules will result in next year’s Pro Mods running in the 6.2s at close to 220mph. According to Rocca, but not yet confirmed by IHRA, the injected nitrous cars are going to be given another 100 cubic inches of engine displacement, topping them out at 810, while the methanol-fuelled, supercharged entries will remain at 526ci, but they’ll be able to utilise hi-helix superchargers with as much as 58% overdrive. Rocca is excited about the possi bilities and believes that other changes might also be announced. These could include weight breaks for older body styles, in an effort to further visually separate the class from Pro Stock. An IHRA insider has told us that, within the last few weeks, nitrous Pro Mod racers Tommy Mauney

and Quain Stott, along with engine builders Gene Fulton (Fulton Performance) and Mike Hedgecock (Eagle Racing Engines), have all visited IHRA headquarters in Bristol, TN,to plead their case. This same source calls Rocca’s statements about new rules “defi nitely premature,” so we’ll have to see what happens. Another IHRA insider infoims us that Prolong Superlubricants may be on the verge of selling the associ ation. They may have realised that operating a racing sanctioning organisation is quite different from selling lubricants through infomer cials. Regardless, a new schedule was released, showing 11 national events.

computer services that’s been high ly negative. Among the complaints finm both fans and racers are how slow the tmcks are and how they’re diluting possible purse increases for what many feel are more deserving class es, which includes Pro Stock and virtually eveiy sportsman category. As Warren Johnson put it at Pomona, “since when do they intro duce a Pro class that’s slower than what’s already out there?” Johnson was also among those decrying the new policy that will result in protected qualifying, with the four quickest Chevrolets, Fords and Dodges guaranteed starting spots, regardless of where they fall on the overall qualifying list. This has really irritated hard core fans, who see the whole truck

worked with him on the Geronimo effort consider him extremely smart and capable of doing great things with enough budget. Larry Dixon Jr reports that, while the Miller Lite machine thun dered to its best performances ever at the Winston Finals, it was still Wes Cemy calling the tuning shots and not the team’s new tuner for 1998 and beyond, Dale Armstrong, who airived early at the team. However, Dixon does say that Bob Brooks from-'AFT definitely helped with the clutch tune-up. “Cemy is headed for the Joe Gibbs camp, where he’ll take over the tun ing of the Cruz Pedregon-driven Pontiac, which next year will fly the colours of Interstate Batteries and Hot Rod Magazine. Our information is that Hot Rod

7:. ■1®'

MORE GRUNT... Injected nitrous Pro Mods are likely to run 810 cubes next year. (David Ostaszewski pic) However, two are listed as To Be Announced, including the season opening Winter Nationals and two others seem highly suspect. The season-opener is mmoured to be heading for Moroso Motorsports Park in Florida, but those with knowledge of the facility say it can’t hold more than 400 cars. Considering the World Nationals at Norwalk in August had almost 850, Moroso doesn’t seem like it’s big enough to handle the racers, who traditionally turn out in large numbers for the season-opener. Our sources report that the May 22 date at Lake Slip Away Dragway in Lena, Mississippi, could be questionable, because tbe track operator is allegedly already in some financial difficulties and has no real understanding of what it takes to run a national event. The last race of the year is sup posedly heading to Red River Raceway in Shreveport, Louisiana, but our source reports that not a single shovel of dirt has been turned on the property as of this writing, making the completion of a full-bore national event facility rather questionable at this junc ture. PRO STOCK TRUCKS On the NHRA side, the only new class news is the formal introduc tion of Pro Stock Truck, which will begin a limited 12-race schedule in March at the Slick 50 Nationals in Houston. While there appears to be signifi cant racer interest (particularly among drivers incapable of compet ing successfully in Pro Stock), there’s been a lot of “talk” on the

thing as coming more fi’om NHRA and Detroit than the racers them selves. NHRA consistently denies this in public, but when employees candid ly admit they’ve been told “push” the trucks, what should we believe? Among those headed for a full time Truck ride is John Lingenfelter, who this year drove one of the Chevy factory SlOs. Lingenfelter has signed on with Summit Racing Equipment, for whom he’ll design a line of signa ture hai-d parts to go with his rac ing efforts. RACER NEWS There’s a lot of news on the racer side, some of which should be con sidered rumour and nothing more, while other items do have credibili ty because of the sources. For example, Jim Stansbury reports that he and Colorado Top Fuel driver Jr Kaiser are teaming up on a brand-new car with sponsorsMp from Electrolite, an electronic cigarette lighter manufacturer. , Stansbury claims the progi-am is for seven years and they’ll run all of the NHRA races. Australian David Grubnic, who drove the Team Geronimo fueller this past season, has landed one of the best rides in drag racing with Montanan John Mitchell. Mitchell isn’t that well known by the generaPpublic, but he’s a good guy who’s given a number of deserving young drivers a chance, including Larry Dixon Jr and Marshall Topping, who crashed his car at the Gatomationals. Grubnic may not have a very large reputation, but those who’ve

hasn’t put a dime into the project, but is providing advertising space and other considerations to the team’s sponsors in exchange for the signage space on the car, which is considerable. In a real bjt of irony, the Gibbs people got McDonald’s to let them put the Interstate/Hot Rod body on the car for one qualifying pass at Pomona, which unfortunately came when the lighting conditions were terrible - ironically, after all the effort there wasn’t a single photog rapher from Hot Rod at the race! At the Winston Finals, it was widely rumoured that Joe Amato would be picking up the In-N-Out Burger sponsorship at the expense of Funny Car owner Bill Schultz and driver Mark Oswald, who have underperformed with their Dodge this year. Amato vehemently denies this, stating that no one from In-N-Out has ever talked to him. Instead, he says, within a month he’ll announce a major sponsorship package from Tenneco Industries, which owns Walker Muffler and Dynomax. However, despite the denials, it seems that Amato did talk with InN-Out and later turned down an offer from them, much to their relief, as they’re looking for prima ry billing, which wouldn’t have been possible on Amato’s logoheavy race car. In the meantime. Bill Schultz did say that he didn’t know his sta tus for next season and we’ve since heard from an extremely reliable source (like, a team owner!) that InN-Out is still shopping for a drag ster.

Slick 50 may be dropping out of drag racing, which has at least tem porarily left Pro Stock Bike racer Steve Johnson without backing, but the Pro Stock team of David Reher, Buddy Morrison and driver Bruce Allen will have a new home with Snap, an additive company recently purchased by Pennzoil. Pennzoil, by the way, has com pletely abandoned all thoughts of running a Funny Car, at least for 1998. There just isn’t enough money available to make it happen, partic ularly after they had to cough up big bucks to sign rookie Steve Park, who’ll drive Dale Earnhardt’s Winston Cup car in ’98. ’What rocked Pennzoil’s financial boat was their inability to get out of an existing agreement with Cup team owner Chuck Rider, who will racer under the Gumout banner next year. Whit Bazemore was bitterly dis appointed about being knocked down to third place by Tony Pedregon at the Winston Finals and, while he would like to “blame” Force for tossing the race, he understands the business reasons for having done so. The former photogi'apher would like to field a second Funny Car at some point and is working towards that goal. He’s hired Bob Lawson away from Kurt Johnson’s Pro Stock Lawson, both a operation mechanic and burgeoning mai'keting type, is reportedly going to help raise the money for a second car. Bazemore has 'a short list of potential drivers, some of whom would surprise you. Chuck Etchells will be ranning a Chevrolet Camaro body shell next season, this after a long teirni rela tionship with Dodge Division and Mopar Parts. Chrysler racing honcho Lou Patane told us at the Finals that Etchells had informed him of the switch in a letter that arrived days before the race. “It was a nice letter,” Patane said, “but it was a letter, nevertheless. No phone caU, just a letter.” After having been the first to debut the Dodge Avenger body and having had such a long-term rela tionship with Chi-ysler Coi-poration, Etchells probably should have picked up the phone and let his sponsor know his plans in a more personal manner. Things seem relatively stable in Pro Stock, with the emergence of Bob Ingles as a serious engine builder having played an important role in tins yeai'’s championship. After Jim Yates split with Dick Maskiir, a couple of lawsuits result ed, Yates now having very little good to say about his former “partner.” With Ingles supplying Yates’s engines and Maskin now suppl3nng the power for the Jog’s Mail Order operations of Troy and Jeg Coughlin'Jr - and Wan'en Johnson engines powering his own car, his son, Kurt’s and Mark Pawuk’s Summit Racing entry, at least tem porarily - there are more engine suppliers than ever before. Steve Schmidt’s operation can’t be discounted, nor can Larry Morgan’s, which has been providing power for David Nickens, among others. All of this indicates that the class should be tighter than ever in ’98. Surprisingly, Yates did admit his second championship has done a lot to restore his reputation. “There were two or three rounds that we shouldn’t have won (in ’97), but no-one can say anything about our racing this year. I’m much hap pier about this title than I was about the other one.” And that’s all the news that fits!

DRAG RACING

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Cannon stuns at Ravenswood Records tumbled at the ’97 Golden State Championships on November 29 at Ravenswood Raceway, with unofficially eight National records reset. On the Wednesday prior to ^ Saturday’s official launch of Scotty '■< Cannon’s Australian tour, it was organised to have an official bench race session at Gloucester Park race course with both Victor bray and Cannon. The two and a half hour session gave local racers the chance to throw all sorts of questions at the pair, with some very interesting points being expressed by both par ties and a gi-eat deal learned by all in attendance.. On race day, the highlight was the man everyone had been waiting to see, Scotty Cannon’s OnSat Racing 1963 Studebaker coming out for only its second full pass in competition racing Down Under which was also the third full pass ever in the car! At 6.58pm, as the evening sun disappeared on the nice warm track. Cannon was paired with Bray’s Castrol Chev for the Southside Engine Centre-sponsored event. Cannon won the long-awaited duel, blasting to a 6.35 at a person al-best 226.13 mph, next to Bray’s 6.69 at 211.76. Cannon’s 226.13 terminal speed is now the second fastest ever recorded by a doorslammer in the world, being only behind Bray’s 226.81, recorded last season. Bray also went as quick as 6.44 at a big 225 mph earlier in the day. A breakdown of Cannon’s run ANDRA CEO Tony Thornton has responded quickly to the surprise news that multi-valve, overhead cam engines have been banned by the NHRA in Top Fuel and Funny Car for next season, stating that, due to the development of the impres sive local Sainty engine, the Australian sanctioning body would not be supporting an international application of the ban. “There is no doubt that Top Fuel in this country has greatly benefitted from the efforts of Stan Sainty,” Thornton said. “His engines have powered his own car and that of the Smith/Atholwood team to a number of low five second performances after a relatively short development time. “The powerplant has gi'eat poten tial and it’s disappointing that a potentially large market has effec tively been closed.” In August, ANDRA moved to adopt the international regulations for Top Fuel from the year 2000 these rules generally mirror the NHRA rules of the previous year, after they have been ratified by the FIA Drag Racing Commission. A shocked Stan Sainty told Motorsport News that his plans for

indicates the car was hooked up to the track, reaching the 60ft mark in just 1.03 seconds and to half-track in 4.11 seconds at 176.96 mph. Cannon was ecstatic with the run and, when his crew man radioed the numbers to Cannon from the start line, you could almost hear his joy through the head set! Plenty of other action happened on the day, with seven tyre-smok ing Top Doorslammers fronting. Peter Kapiris ran an impressive 6.92/215.31 with a brand-new Statesman body. When the throttle jammed on the run, he must have been doing at least 230-240 mph before he tamed the Keith Black-powered beast, Kapiris managing to stop in the braking area safely. Another record was set by Bray when he entertained a passenger, who won a competition for a “Ride with a Racer.” The run is believed to have been the quickest and fastest passenger ride in the world when Bray went 6.59/211! As if that wasn’t enough, Geoff Chaisty ran Australia’s first G/Gas eight and went as quick as 8.92 on the day. Paul Martini ran his first seven second pass from his Sprintex CC/R|D four cylinder rail and, in addition to the Top Doorslammers, thebe were more than twelve other local supercharged cars which all ran tough and hard. Cannon went on to win the sec ond round of the Top Doorslammer Championships, defeating Troy Critchley’s Customline with a 6.79/217.39 to a 7.17/205.01 in the final.

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FIRST SHOT FIRED ... Scotty Cannon belted out a 6.35/226 at his tour opener in Perth. (Daniel Wilkins pic) Ian Brown claimed a new termi nal speed'National record in the Lush Brothers-bvmed Chev Lumina AA/FC. Brown went to win the event against Peter Veersma’s Welshpool Automatics Cutlass BB/FC, which also claimed a mph record, while Brown won with a 6.43/223.32 to Veersma’s tyre-frying aborted pass. In Super Comp, Rob Gaikhorst won the event after also claiming a mph record in G/Gas and went 9.16/154.37 in the final for a win against Steve Flynn’s red-lighting B/Gas Commodore, which ran a great 8. 33/169.49. Comp bike wirmer Ian Ashelford reset the A/CB mph record and won

NHRA ban on OHC engines the engine have been thrown into confusion. “We built the engine to meet the full criteria of the NHRA rules and, up until this week, it was perfectly legal,” he said. “We’ve done a lot of work and spent a huge amount of money for what now appears to be all for nought — the decision has certainly knocked the wind out of our sails.” Sainty also said that on the team’s trip to the United States for the recent Winston Finals at Pomona, a number of people expressed interest in the engine and its ongoing development. “Sadly, we got no indication that this rule was going to be imple mented. “In all honesty, we haven’t had a chance to think about what we can do and what this all means as we’re

all so surprised,” a dumbfounded Sainty concluded. Not mentioned, by now also banned by the NHRA from next season is the Australian-designed McGee quad-6am, 32 valve motor. Chris and Phil McGee have cam paigned their own car infrequently in the US, running a 4.92/296 best. Australian Funny Car racer Peter Russo has two McGees in his inventory for future use. By having the authority to main tain its own class regulations in Australia, the new regulation could mean that Australia wiU not adopt the international rules as planned. ANDRA has indicated that the matter will be placed on the agenda for the next meeting of the FIA Drag Racing Commission, sched uled for next March. - GERALD McDORNAN

against Mick Sargent, Rob Woodcock’s A/MD won Modified in 8.92 seconds against Steve Raven and Colin Mortimore’s Mustang won with a 9.10 in Super Sedan against Shane Wynd’s immaculate XW Ford ute.

Reg McCallum reset the B/MB elapsed time record and defeated opponent Peter Hocking, while Alistair McClure’s 308-powered Mazda won Super Street against Chris Dicker. -PHILBLONDEL

IHRA Pro Mod rules for 1998

The IHRA has announced rule changes for 1998, including changes in the Pro Modified class. The big change will be the allowance of high helix supercharg ers with a 34% overdrive limit for competitors who utilize blown engine combinations. In previous years, the IHRA has only allowed standard supercharg ers with a 50% overdrive hmit. The concept in Pro Mod has always been to match the super charged cars against the carburetted/nitrous oxide-assisted machines. There has been a steady decline in the amount of entries using a supercharged combination over the past two seasons. In 1996, there were seven event wins for nitrous cars, while super charged cars won four events - in 1997, however, nitrous cars took all eight National event wins. The class will also return to the allowance of truck bodies, although they will have to meet approval by the IHRA officials. The weight requirements will be 26001bs for supercharged entries and 24501bs for nitrous-equipped cars. The 501b nostalgia weight break will still be given to machines that sport a 1959, or earlier, body style.

The IHRA is still examining the possibility of allowing three disc clutches in the class for either com bination. “We hope this rule change will bring back the competitive fire between these two different combi nations in Pro Modified,” said IHRA Tech Director Mike Baker. “During the past season, the class started to drift into a nitrousinjected 1963 Corvette ehminator. “For the future success of the division, we need to have parity between the two original class com binations. That is the foundation of this exciting class.” Also, to help monitor the class round by roimd, there will be a five person Pro Modified committee, which will represent diivers, engine builders, car builders and market ing consultants - the gi'oup will be elected by the Pi'o Mod community. “Pro Modified is the most exciting class in drag racing and it’s the sig nature of the IHRA,” said IHRA Administrative GM, Gary Schuetz. “The IHRA tech depai-tment will take extra steps to see that the rule changes meet the goals of all involved. The class is going to be monitored very closely and, if nec essary, action will be taken to ensure parity.” - DAVID OSTASZEWSKI

1997/98 ANDRA CHAMPIONSHIP DRAG RACING SERIES - POINTS TO DEC 1, 1997,

PENNZqil T H E R E

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LIMITS

I. 2. 3. 4. 5. 6. 7. 8. 9.

97/98 ANDRA Top Fuel Series 190 Graeme Cowin, Shell/Rocket . . 170 Glenn Mikres, Santo’s Cranes ... Darren DiFilippo, True Flow Exhausts 100 .80 Romeo Capitanio, Top Fuel Inc, Terry Sainty, Eagle Leads/Sainty Speed . .80 Roy Smith, Champion Spark Plugs . . . .80 .60 Robin Kirby, Pennzoil/Keatings Rachelle Splatt, Valvoline/Dragway 60 .40 Andrew Cowin, Shell Rocket

97/98 ANDRA Top Doorslammer Series 200 Troy Critchley, Castrol Racing 175 2, Victor Bray, Castrol Racing . . . 3. Scotty Cannon, Racetech/SCW 165 120 4. Andrew Searle, Searle Racing . 100 5. Shane Elcoate, Thunder Road . 6. Peter Kapiris, Kapiris Bros/Pennzoil . . .60 7. Peter Hamilton, Hamilton Racing 60 .40 8. Lucky Belleri, Lucky's Toy 9. Benny Gatt, Superflow Heads 40 .40 10. Les Winter, Winter’s Smash

97/98 ANDRA Pro Stock Series Rob Tucker, Performance W’sale . . . .210

2. joe Polito, Dynomax Perf. Exhausts . .150 140 3. Tony Wedlock, Hi-Tec Oils 4. John O’Kearney, John Williams Auto . .100 ,80 5. Robert Quattrochi, Valvoline 6. Bruno Cugnetto, VPW Mail Order . . .80 7. Craig Hastead, Cragar Performance . . .60 ,60 8. Gerry Parente, Parente Racing . . .40 9. Mike Reilly, Reilly & Gay .40 10. Andrew Kostecki, Mobil I Racing

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Swindell for OZ? Watson hurt in WA crash Preliminary negotiations have been taking place between an Australian car owner and the current World of Outlaws

yChampion, Sammy Swindell, with a, view to getting the Sprintcar legend Down Under for the Kings Challenge/Grand Annual Sprintcar Classic double. An initial approach to Swindell saw him discussing with Steve Kinser what such a trip would be worth before agreeing on a figure with the Australian team owner. The stumbling block appears to

be the financing of the visit, as the Premier Speedway club has a policy of not paying appearance money to any driver. Negotiations are continuing and a search is underway for some pri vate backers to fund Swindell’s demands,, which, if it all falls into place, could see him racing in Victoria and South Australia in a lightning four night attack. Swindell would, of course, be run ning Gambler chassis if the deal can be pulled together. While on the subject of. World Of

Outlaws racers coming to Australia, it seems there still exists a slight chance that Andy Hillenberg may be coming to Australia this summer. As reported earlier in Motorsport News, Bendigo car owner Les narrower was trying to facilitate a deal that would see the Oklahoma native doing some rounds of the World Series - that is definitely out of the question, but a hit and run effort solely centred on the Grand Annual Classic is still a slight pos - BRETT SWANSON sibility.

During the running of the Stealth, finished up the best, taking 1997/98 Western Australian out the last three run-offs to gi'ab Speedcar Championships final pole. at Qaremont Speedway, Tom Prior to the lap 7 incident, the Watson was severely injured battle for the lead between Cover, after crashing while fighting Figliomeni (Fig Nominees FIGhter) for the lead on November 21. and Watson (Valvoline Harris) was Watson was engaged in an fantastic.. With the event running late, it intense battle with defending champion Mike Figliomeni and was decided to continue from lap 23 Wayne Cover when he attempted a week later, as suppoi-t to the sec an outside move on both drivers in ond round of the World Series Pits Bend. Sprintcars on November 28. The restart saw Cover lead away, Watson rode over Cover’s right rear wheel, sending his car into a followed by Figliomeni, Tucknott series of ban-el rolls. (Go-Crete Murphy), Little (Mobil Medical staff did a fantastic job Mac) and Goode (Hoogovens in getting to Watson and removing Mui-phy). him quickly from the extensively The track conditions proved to be damaged Harris race car - he was a handful and it was Tucknott who hospitalised and has been in an adapted best, grabbing the lead induced coma since. after five laps with a brilliant move Latest reports indicate that he is that took him from third to first Teny Bracken (720), Lambert (690), Ryan Farrell (590), Smith (580), suffering with damage to his lungs and left Cover, Little and Calandro (570), Terry. Cutts (570), and broken bones in his left hand - Figliomeni to battle it out for the minors- or so we thought! Milling (540), Shane Krikke (435), the main concerns are his head Coming into the final corner, Ron Krikke (415), Priolo (385) and injuries, where the only cure is time. Get well messages can be sent Tucknott saw his commanding lead Anthony Kinley(370). taken away when he ran into the Reigning WA champion Wells to Claremont Speedway. Earher in the night, Watson had side of Jim Flemming - Tucknott was the runner-up to Jackson at been one of the pace setters, with a bicycled towards the fence, but Claremont on November 28, finish managed to get back -onto all four ing ahead of Rush, Lacey, March, first, second and third in his heats. Others to perform well included and then proceeded to ride the wall. Bracken, Farrell, Smith, Milling and Lambert. Luck was on his side, as the dam Cover and Figliomeni, Joe Little Scheuerle led March home in (who finished as top pointscorer age to the birdcage on his right rear with two wins and a third), Tony wasn’t enough to allow Little the Round 1 at Kalgoorlie on November Tucknott, Ron Glazebrook, Mick chance to catch him before the fine, 26, Scheuerle scoring his maiden Figliomeni disposing of Cover to WSS victory - Dumesny was third, Goode and GeoffPilgrim. The top eight battled out the pole grab third. ahead of Jackson, Lacey, Tatnell, - BRAD STEELE shuffle and Cover, in the Polyaire Shane Krikke, Lambert and Rush.

brace of WSS wins for points leader Skip ,

Defending World Series Sprintcars Champion Skip Jackson won his second consec utive A Feature in as many nights, the Skilled Engineering O’Brien Aluminium Gihson Freight team dominating every lap of Round 3 at the Bunhury City & Regional Raceway in Western Australia on November 29 and consolidating a healthy series points lead. Jackson, who timed second quick est behind Kalgoorlie’s Scott Milling, was beaten into second in the Goodyear Eagle Ti-ophy dash by 10-times national champion Garry Rush (Castrol Maxim). After an aborted first start, the race being halted, when Max Dumesny was turned around in turn 1, the crucial first corner of

the feature went the way of Jackson. Milling crashed out after an incident with Pino Priolo, while attrition took care of Mark Wells, Anthony Lambert and Phil March. Late in the race, Chas Calandro inverted his Castrol Maxim, setting up a two lap sprint to the flag. Jackson ultimately crossed the line eight lengths ahead of Rush, Trevor Green, Brooke Tatnell, Teny Cutts, Dumesny, Ron Krikke, Peter Smith, Calandro and March. Jackson now extends his margin over Rush in the points,.2550 to 1740, respectively, whilfe March (1490) is third, ahead of November 26 Round 1 Kalgoorlie winner Andrew Scheuerle (1245) and Dumesny (1200). Next are WeUs(1190), Brett Lacey (1105), Tatnell (IlOO), Green (1000),

THE SRA SHOW CAR has been in big demand already this season, the car logging some miles in the i Geelong area,followed by some time in the Warmambool region of Victoria. i Premier Speedway race director Jamie Nicolson has taken the car on a tour of the local schools and then it ; was off to the Gippsland region to promote last weekend’s opening round of the SEA Series at Nyora - and,Ike all real Sprintcars, it has even been in a wing-bending incident, the damage sustained after knocking a take ' away food van offits blocks! ! Use of the car is free to clubs and promoters who run SRA Sprintcars and those interested parties intend ; making the most ofthe attention generated by the superb Reed Signs-painted vehicle. - B'EIETT SWANSGN ;

Avalon SRA to Phil Johnson TatnelPs triumph

A controversial early end to round three of the SRA series Phil saw Warrnambool’s Johnson take the feature race victory at Avalon Raceway on November 29 without ever lead¬ ing a racing lap. Polesitter Mike Van Bremen led from the start only to be black flagged after 14 laps, handing the lead to Johnson (Replay Rentsch’s Auto Salvage Grizzly). The cars then took the restart, but a further caution without hav ing completed any further racing laps saw the race declared due to the curfew. Van Bremen (Speedway Fibreglass D&F Racing Products Poster) had been black flagged for noise, due to a broken muffler, but Johnson’s car, which also had a similar- broken muffler, had not suf fered the same fate - hence the controversy. Johnson graciously accepted the winner’s accolades, but did admit that the race had belonged to Van Bremen. Second place, behind all the dra mas at the front went to Rob Richardson from defending series champion Matthew Reed. . Reed had actually pulledmff a daring pass on Richardson, which had been negated by a caution and

he was unable to repeat it. Tim McCubbin (ICI Autocolor Stealth) maintained his series points lead, after a hard charge from 12th starting position netted him a six place finish - the team was disappointed that the race didn’t go its full distance, as they felt sure they could have pulled back a couple more positions. 23 cars were on hand, including Sydney youngster Kelly Linnigan, who was having her first look at Avalon International raceway. The youngest female Sprintcar racer in the country looked impres sive in the heats, i-unning some dif ferent lines and making some dar ing outside passes, much to the amazement of the onlookers. Behind the top trio of Johnson, Maxx Richardson (Lubri

Wrightway Refractories JSR) and Reed (Kato Wholesale Automatic Ti-ansmissions Tiner), came Wayne Milburn (Leishmann Panels JSR), Gerard Boult (Computer Bits Foster), McCubbin (a result of a more aggressive drive), Rob Rankin, Allan Barlee (Plocon Engineering Gambler), Darren Walsh (Chemblast Racetech JSR), Linnigan (Valvoline Johnbo'y), Rod Mathews and Garry Chippindall (Hussey Performance OTR). -BRETT SWANSON

TBrooke Tatnell geared up for a third World Series title tilt in the best possible way with an authoritative win at Speedway City on November 15, taking out his first Australian Sprintcar Masters ahead of Bunbury’s Ron Ki-ikke. Twice former national champion Krikke had shortened the odds of making this his most successful Adelaide visit, after he placed his DK/Maiolo Racing Maxim on pole for the Masters final by winning the Ti'ophy Dash in record-breaking style. On a track surface nearly suit able for playing billiards (it was that good), Ki-ikke lined up on the front row alongside leading heats pointscorer Phil Mai-ch, whose Les March Autos Maxim had been dialled in very effectively. Second row of the grid comprised Tatnell and another local in fine form, Pete Smith, while the top six were rounded out by 1992 Masters winner David Anderson and late entry Mark Gilbert, in the Freightmasters Maxim. This twelfth running of the Masters had still attracted most of the original 24-car entry, despite having been postponed a fortnight

due to bad weather - and reinforc with March and moved up into sec ond place at two-thirds race dis ing the calibre of this year’s nomi nations was the sight of six times tance. Around the same time that Masters champion Garry Rush, March slipped back to third was back on the fourth row of the gi-id alongside SA title-holder Trevor when fomdh-placed Rush joined the Green. infield carpark with a blown engine Rush had won his second heat, on the Castrol Maxim, ending a potentially fruitful run for the but a subdued opening race was to relegate the defending Masters revered driver. “That was a new motor, too,” champ further back in the 16-car Rush reflected after the race, as he line-up than he would have liked. Once the 30 lap A-Main was recalled how a similai’ fate had cost underway, Krikke predictably took him Masters honours on at least up the front running with March, one other occasion. Tatnell, Smith and Rush in close With just seven laps remaining, Krikke’s car bicycled exiting the company. In just under eight laps, Krikke main straight and Tatnell pounced, was into traffic which he read well promptly taking over as leader and and which worked in his favour, opening up a reasonable gap. The good-sized crowd was treated after main challenger March lost to March’s efforts to reel in Krikke time coping with lapped cars. On lap 10, Pete Smith’s rapid over the final distance, but the WA Highway Inn Maxim collected Tony star held on for a worthy runner-up Bartlett’s OTR in turn 2 and rolled - a well-performed March finished out of contention, the incident third, ahead of Anderson’s Maxim, bringing on the red for the race’s Gilbert, Green, Brad Heywood and Mark Reuter. only stoppage. Tatnell was lavish in his praise of The track surface was holding up well, but so was Krikke’s charge out the track he had just raced on, but was already turning his attention front, although he was destined to come under increasing pressure to the fast approaching V7orld from Tatnell once the famihar yel Series competition out west. - DAVID McNABB low Shell Schnee had dispensed

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Rush announces retirement Garry Rush, Australia’s most recognised name in speedway, has announced that he will retire from competition at the end of this season. Rush, in his Castrol-sponsored Sprintcar, has been at the leading

edge of the sport for more than 30 years, The Sydneysider has set records that may never be beaten, his major achievements including; 10 times Australian Champion; 8 times Wanmambool Classic winner;

CURTAIN FALLING... Garry Rush is to hang up his guns.(Tony Loxley)

6 times NSW Champion; 6 times SA Masters Champion; 15 State titles; and over 300 feature race wins. In addition. Rush has won events in the extremely competitive Stateside environment. Although obviously saddened by the announcement. Rush cited fam ily and business commitments as the reasons for his retirement. “All good things must come to an end,” he said. “As we grow older, our family values become more important. I feel as though I need more time to spend with my grand children and to attend to my busi ness interests. “I’ve been extremely lucky to have had 34 years in the sport I love. Most sportsmen get 10-15 years in their sport, but I’ve had nearly a lifetime,” said the 53 ye^rold champion. “I will miss the sport, my spon sors Caslrbl Racing have been great

Jarrod tops Garrick n

Coastal driver Jarrod Harper won the season-opening event at Garrick Speedway after claiming both heats and the final of the British Hotel Super Sedan Shootout in his Pontiac on November 1. Plenty of action ensued through out all the races, with the new track layout producing lap time well over a second faster than last year’s best. Several drivers were caught out by this and Barry Radford was unfortunate to roll the car in the sec ond heat, ending his night’s racing. Grant Russell also created plenty of excitement as a fire engulfed the engine bay of his new Ford.

/ Fortunately, fire marshals were 'quick to extinguish the blaze and Russell continued with a strong performance in later races, shovring that the move from six cylinder to V8 power will ensure a very com petitive package for this popular driver. Other strong performances were from Robby Bird, Neville Harper and Mai Martin - having his first run in the big sedans - but the new track took its toll on machinery, a depleted field fronting for the final. Jarrod Harper took a convincing lead early and was not challenged by second-placed Peter Aylett and third-placed Mick Bagorski. A strong field of Modified Sedans

TOP SEASON AWAITS Victorian Sprintcar fans in for an absolute feast of are action this season with the addition of new drivers to the class. Leading the charge will be sea soned campaigners Rob Rankin #60, Phil Johnson #36, Darren Walsh #97, Ken Veal #96 and South Aussie driver Gerard Boult #25. The possibilty of ‘The Big One” himself, Mark “Freddy” Walsh and Tim “Moth” Gleeson buckling up for future domestic events should provide Sprintcar punters with some really hot summer action. The much-anticipated foray into Sprintcars by Warrnambool’s Stephen Bell and Camperdown’s Jeff Judd should ensure increased attendances at many of the state’s tracks. Bell, a former state champ and runner-up in last season’s national Formula 500 championship, is already proving his mettle In the higher division. Aboard the #69 Owen Homes Rentsch’s Auto Salvage Chemblast Schnee, he has already set his sights on making the final of the Grand Annual Sprintcar Classic in 1998. For former Victorian Super Rod champion Jeff Judd, the season is already proving more than fruitful, with a current top ten placing in the SRA driver series after only three rounds. The 30 year-old BP service sta tion manager, who is campaigning the Autopro North Bayswater

Motor Company Milangil Fodder Supplies Gambler has already made each A Feature of the SRA series and should continue to press for supremacy in the rook ie’s award. Five of the first top ten drivers at round two of the SRA series were from Warmambool and the surrounding area. Johnson finished in third, Walsh (fifth), Bell (seventh), Boult (ninth) and Judd finished tenth. JOHNSON DOESN’T KNOW WHEN TO QUIT Warmambool Sprintcar veteran Phil Johnson just doesn’t know when to quit. ' Johnson, 43, dragged the much-raced Harry Droste-owned Grizzly chassis out of his shed and drove the car home to a welldeserved third place in the A Feature of round two in the SRA driver series. The 1997/98 season will even tually see Johnno In a new Tognotti, which has come out of the Sid Moore stable in Sydney and should debut at Premier Speedway’s season-opener.

relished the new track layout and quickly got down to the close, hard racing that they are renowned for. Geoff Henri opened the evening with a strong run to win the first heat, but it was Craig Williams who continued with a strong run, winning the next two heats and the final, fighting off Barry Youl and Jason Richards with less than 20 metres covering the first three places as they greeted the chequer. With 26 local cars and an Australian Championship being run at this track later this season, the racing in this class continues to produce some of the most exciting sedan racing on the island. -ALLAN ROARK

and the public has always been behind me.” However,^speedway fans may still catch a glimpse of the greatest Sprintcar driver in this country.

Headland crashes at Speedway City

A spectacular Sidecar crash Sidecar stewards. However, once delayed racing at Speedway the action was underway, the City’s second show for the sea chairs toned in a good show on the son on November 22. 430 metre circuit. Brian Chadwick made it two Top local rider Mick Headland was leading the second three-lap from two when he convincingly won scratch event when his machine’s the Street Stock feature ahead of front wheel dug into the track, former No 1 Brian Findlay to open sending bike and riders into a ride up a handy points tally. on the wild side. Junior Sedans and Sprintcars also Ron Rhode, following closely, lost figured on the programme, with passenger Jamie Roach, who fell off Trevor Green’s record-breaking run when Rhode took evasive action. in the last event proving a moraleHeadland’s off-sider Dwayne booster before Green’s team headed west for World Series commitments. Brittain was taken to hospital for Despite a lack of opposition. observation, making the second injured passenger this season for. Green turned in some 12.6-second Headland. laps to slice just over one second from David Anderson’s 8 lap record. His wife, Angie, started this sum Probably the best action for the mer swinging for Mick, but suffered night came from the Super Sedans, bad leg injuries in an opening meet ing smash - hopefully, things will where nearly 20 cars fi-onted. Rocky Caruso broke the 8 lap look up for Headland from here. Honours in the remaining record in his last heat, while one Sidecar battles were shared driver not so fortunate was Joan between Adelaide’s Rick Miller, who hit the turn 1 wall hard Munro/Shane Rudloff on a Yamaha in heat 3 after a steering compo and Mildura 17 year-olds Jaydon nent let go on her Trans Am. Steve Stewart was able to keep Mayes/Klay Hobbs, whose Yamaha up a good tally of opening meeting proved particularly competitive. Fellow Mildura riders Andrew feature wins when he led Steve German/Steve Clifford were also on Murphy and Caruso to the flag in the hard-fought feature. the pace on their Kawasaki. Veteran Colin Webber won a Unfortunately, an 80 minute hold bruising Demo Derby to round out up to racing had occurred early in the evening while the track was an entertaining evening. - DAVID McNABB massaged to the satisfaction of

Lying just outside the SRA top ten pointscore (at time of press), he only needs to string some good feature placings together to break into the top ten.

seventh with 35 points and former saloon racer Graham Mollenoyux is one point behind Swayn.

SA ROOKIE IN FORM ount Gambler rookie Ray Scott is having a lot more luck than when he started racing in speedway’s elite class earlier this season. Scott, around the same age as Phil Johnson, has decided to fulfil an ambition and give the fast pace of sprintcar racing a go. His first race meeting was at the Sprintcar Masters, Speedway City Raceway, Adelaide and was one he would rather forget. After rolling his car in his firstever heat race, a quick-working crew rebuilt the car and enabled Scott to finish the program. Scott lined up at the Mount Gambler round of the SRA series and put the car around consistently, showing that he may be a competi tor to watch during the summer.

ABorderline pat on the back must go to the Speedway track curators for their excellent prepara tion on their season-opening night. The Mount Gambier circuit and its track preparers had to contend with sweltering mid-30 degree heat while preparing “The Bullring” at finals time in all divisions.

S-W VIC DRIVERS DOMINATE fter round one of the series, which was held at Horsham, four south-western Victorian Formula 500 drivers have grabbed early supremacy in their quest for victory in the Tuckertime Championship Series. Former series winner Ken Willsher has grabbed an early ascendency to lead with 61 points from cousin Darryl Willsher Camperdown’s David Swayn is in

“I’ll still be going to events, but only as a spectator,” said Rush. “It’s a major poaj’t of my life and I can’t just walk away from it completely.”

TRACKS HOLD UP WELL

“SUDDENLY” TO RETURN he car that was so dominant in the 1970s will be back in action next year at Premier Speedway. “Suddenly,” the legendary dis tinctive purple Super Modified #88 piloted by Bill ‘The Wizard” Wigzell is currently being freshened up to make its long-awaited return to the track where it won on most occassions when it appeared. The car is housed in the Murray Bridge workshop of Moore Engineering in South Australia and is looked after by mechanic Damian Brown, who said the car would be ready to go for the 1998 GASC. "It will be good to actually see the car going, as a number of peo ple, including myself, were either too young, or just never saw it race - it should be good for all concerned,” said Brown. “Bill (Wigzell) will drive the car for a number of demonstration laps and this is something Bill himself is looking forward to - although the track surface has changed, he has

told me he’ll be not just driving it around slowly either.” The car features a 427 big block Chevrolet engine and now runs a Halibrand quick-change diff. “The motor was in pretty good condition when I pulled it down and its just had a major overhaul to get it completely back to what I reckon is race specs,” added Brown. Still part of the famous Fisdier fami ly which actually owns the car, it has been completely rebuilt for its trek across to Warmambool on Australia Day weekend - the car has not appeared at Premier since it won the 1974 GASC. Many believe this vehicle had a major influence on today’s Sprintcar racing. Wigzell and his famous car defeat ed Kevin Yeoman, Dave Pollock and Martin Laughton to win the country's most prestigious event. One year later, the car finished third to Sid Hopping in “The Batmobile” and, in 1978 and 1979, fourth placings were recorded by Jimmy Sills(USA) and Garry Rush, respectively. AMERICANS CONFIRMED Adrivers numberhave of top-line alreadyAmerican indicated their desire to compete in next year’s Grand Annual Sprintcar Classic, according to racing direc tor Jamie Nicolson. Nicolson said last week that there could be up to seven US dri vers competing in the prestigious event, along with the final Classic appearance of Garry “God” Rush and the reappearance of Wigzell and “Suddenly.”

5December 199/ Darren Jensen (Valvoline Maxim) finally broke through for a Sprintcar feature race vic tory when he snatched the lead from Kathy Kelly (Partfinder Tognotti) on the final lap of an entertaining race at Ai’cherfield Speedway on November 22. After quickly moving from sixth into second, Jensen looked set to collect yet another ranner-up result until a wheelstand from Kelly as she exited ton 2 on the last of 25 laps enabled him to slip around the outside and into the lead. Paul Lindberg (Kelly Wrecking Tognotti) finished in third position, ahead of team-mate John Kelly and Tony Bridge (Bridge Removals Stealth). Lismore’s Andrew Pezzutti (Craftsman Homes Gambler) and Bundaberg’s Nathan McDonald

Jensen breaks drought

(Fraser Shores Schnee) wei'e also very impressive, although both dri vers would ultimately finish on the infield. McDonald, who won both his heats in emphatic fashion, had moved from eighth to fom-th when he was punted off the circuit with only a lap remaining. The only stoppage occurred on lap 3, when rookie Cameron Gessner, who had earlier taken out the B Main, tipped over in turn two - a quick wing change had the tal ented teenager back in action for the restart.

Although the track conditions Mitchell (Premier Auto Parts were far from ideal, the very large Tognotti), Australian Compact ci'owd witnessed a quality competi- Speedcar champion Darren Vine, tion as the two leaders raced in _ Gessner and David Grose close company throughout the (BXl/Crazies J&J) Hodges was also a heat winner. event, with Kelly, who leads the Club Championship pointscore, clocking the fastest time of the chasing her third feature win of the night in the process. season. Early casualties fi'om the healthy Jensen, who also collected a heat 18-car field were Shane Latimer and Tony Michelle, who crashed win, refused to surrender, though out in similar, but separate, inci and pounced when his only oppor dents during heat 4. tunity finally anived. Debutante George Galea, fresh Following the top five across the line in the feature were Darrell out of the Limited Sprintcar ranks, Hodges (Hoosier Maxim), Ricky also retired early when his Ford

powerplant expired in the opening event. Brad Hilder took out a thorough ly engrossing Compact Speedcar feature event that featured half a dozen lead changes throughout the 15 laps. Jamie Usher finished in second spot, ahead of Rod Singleton, early leader Darren Barnier and second generation lady racer Toni Ki-uck. Mark Bilby proved too quick in the Microsprint feature, finishing ahead of Brian Schraeder, Richard McAter, Toni Graham and Daniel -CHRIS METCALF Jones.

Deloraine to Purton The man they call Mr Excitement, Kevin Purton of Deloraine, lived up to Ms name as drove his brand-new Thiinderbird to his first feature win at Premier Speedway in Tasmania on November 15. A big field of the popular sedans ran split heats and a 15 lap final to keep the crowd on its toes. Purton had some problems early in the evening when he put his car into the wall to avoid a spinning Mick Bagorski of Hobart in the Carlyl Automotive Camaro and missed some valuable shakedown laps in the waim-up. Fortunately, the car was undam aged, but Purton used the first heat to dial in the car and still finished second - in the third heat, he gave the car its maiden win. ' In the fourth heat, NASCAR dri ver Andrew Calvert had a wild ride in turn 1 as he rolled his early model Hatchback Torana several times, ending his strong run as one of the faster six- cylinder machines. Hobart’s Sean Kelly in the Trust Bank Camaro and Coastal drivers Peter Aylett (Boral City Bins Camaro) and Jarrod Harper(Nubco Pontiac) all won heats. The points tally for pole position in the final was so tight that three drivers, Aylett, Kelly and Purton, had all gained the same points, after scoring a win and a second place each. Purton and Aylett started the final from the front row and Purton emerged in front after plenty of frantic jockeying for position in the first two turns and, despite some early challenges, opened up a two car-length lead by mid-race dis tance. Purton had a comfortable lead as he drove to the finish line ahead of Aylett - Harper, who had passed Kelly and Bagorski in the early stages of the race to close on Aylett in the dying stages, had to settle for third, ahead of Bagorski and Kelly. Disappointingly, only four Sprintcars turned out for their first run of the new season.

Tony Smith powered away in the final after a strong challenge from Brendon Claridge, who struck mechanical iUs and, rmfortunately, failed to finish. Geoffrey Lette took second and Phil Chilcott third in his first Sprintcar outing. The Super Sedan final was won by Kemble Aylett, who was having a good run from the front of the pack. The big sedans are disappoint ingly still down on numbers, but they continued with good hard rac ing to keep the crowd vocal.

In the final, Aylett took his Camaro to the front, driving a con sistent race to secure the win, despite Neville Harper trying every trick in the book to get by. Aylett won from Neville Harper, Jarrod Harper and Mick Bagorski. Neville Harper was relegated to sixth after ignoring a black flag for having his window net undone and was fined $100 - however, there was a discrepancy with the charge sheet and, after much discussion in the stewards room, Neville Harper was reinstated to second position. -ALLAN ROARK

STEVE MURPHY, wheeling an IROC Camaro, took a heat win and was victorious in the Super Sedan feature at Riveryiew Speedway, Murray Bridge, last month. #74 Murphy, runner-up #21 Darryle Launer (ED Falcon) and #27 Warren Meisnner caught photographer Frank Midgley’s eye.

Caboolture’s Brock Clifford, local Denyse Butcher leads the the AMCA nowNationals hope Graham Bing, Brisbane’s Gary Brown and talented Cairns Queensland Championship JA pedaller Shane Mitchell. pointscore series after taking out round two at Brisbane’s Exhibition Clifford/s challenge ended when he was sent rear of field at a Speedway on November 8. restart just four laps from home, The meeting was the first under promoting Bing into third position, the new promotional team of Mark, ahead of Brown and Mitcheli. Lloyd and Ross Robertson in their efforts to restore regular, tradition al speedway competition to the Bracken (Titanhis Garages historic venue. Maxim) clinched fourth Predictably, Vic Martin out- Terry Starting from the outside front .giassed his rivals in the Sidecar Sprintcar feature race victory of row. Butcher led from the outset events, defeating Bill Sewell Jnr the year when he defeated a very small field of cars at'Yandina and cleared away as a four car and Ross Brown in the final. Speedway on November 15. scrap developed for the minor This win for the Reeve Kruckympie Commodore pilot Gary spots. Ricky Sendai! eventually Pagel has clinched the owned team follows victories at secured second position, ahead of Darwin, Wagga and Archerfield Russell Bonsey and polesitter 1997/98 Northern-.Zone Modified Production Championship with a and is an ideal preparation for Craig Wright. their upcoming World Series cam Only two heats were contested, hard fought win at Collinsville on November 15. paign.. with wins recorded by Wright and Sendall. Kathy Kelly (Border Smash As the only driver to select a The Speedcar feature event slick tyre instead of traditional > Repairs Tognotti), trying for her saw Gary Mulcahy, back in action speedway rubber for the 40 lap third feature win in succession, had to be content with a runner-up after missing last season, cruise finale, Pagel’s decision paid hand some dividends when he swept finish on this occasion. home without a challenge. Young Ricky Mitchell, finally John Lennon, also on the into the lead with an outside pass enjoying some good fortune after comeback trail, finished second in on polesitter Grog Raymont. front of Barrie Valentino, Sydney’s After finishing equal with a wretched start to the season, piloted his John Dean Autos’ Raymont and starting from the Dave Lambert and ageless veter an Barrie Watt. outside front row, Pagel actually Tognotti into third position, ahead The Litre Sprintcar feature was dropped to third at one stage of John Kelly, behind Brian Learoyd, who was taken out by Rob Hamilton over risbane Modified Production making a rare appearance in Todd Ray Eagar and Bruce Ayers. driver Steve Jordan is facing a Doyle’s Commodore. Wayne Kennedy downed Alan When Learoyd clipped the wall 12 month ban from competition Rivett and Brent Collyer to win the after a relatively minor confronta Solo scratch final, with Chris and retired with suspension dam age, a fight for the final podium tion with a fellow competitor at Johns downing Rivett and Glen Gympie on November 8. position intensified between Roust in the handicap final.

By Chris Metcalf

1997/98 SRA SPRINTCAR SERIES

Max Dumesny Motorsport

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Jordan, one of the division’s most talented and popular com petitors, became involved in a scuffle with Lismore’s Allan Irwin after an on-track clash between the pair brought no action from officials. Prior to the incident, Jordan was in sizzling form and was look ing set for a big season, including a trip to Tasmania for the Australian Championship. The 12 month suspension is subject to appeal and, considering the somewhat minor nature of the incident and the provocation from a driver with a known history, a sympathetic hearing and a major reduction in the penalty is a possi bility.

he scheduled Australian tour by the United States Super Sedan team has bean cancelled. American team captain and tour organiser John Soares hasn’t been able to secure enough race dates to make the visit a viable enterprise. Whilst obviously disappointed about the last minute cancellation, the Queensland based Soares is optimistic that the concept can be restarted next season with the support of promoters. Delays in the arrival of equip ment from the USA has also been a contributing factor in Soares’ decision to abandon the 1997/98 campaign.

5December 199/

SPEEDWAY

By TONY GLYNN

When an Australian-designed and produced MoTeC manage ment system incorporating an (pi-board data logger is pack aged with the unique Bill Roberts and Wayne Jonesdeveloped Robway Airways induction system that compre hensively addresses the real needs of an injected Sprintcar engine, it’s hardly surprising that the end result of the innov ative duo’s Engine Efficiency Program represents something of a quantum leap in current dirt track technology. Roberts, constructor of the Grizzly Sprintcar chassis, has teamed with long-time associate Jones, the driving force behind the Wayne Jones Race Engines con cern, to develop a system that effec tively removes the traditional trackside guesswork involved in fine-tuning a 372 cubic inch V8 Sprintcar engine employing the ubiquitous American fuel injection hardware and magneto. With the advent of automotive computer technology, the ability of data loggers to precisely document exactly what is happening with regard to throttle positions, fuel/air ratios, fuel economy and combus tion chamber efficiency utterly supercedes the established approach of making reasoned judgements coloured by emotional considerations. From a purely pragmatic stand point, the only way to really pro duce a performance or technological breakthrough is to possess the means to precisely monitor those areas deemed to be relevant and then make the necessary adjust ments, thus avoiding the “educated guess” syndrome that has been the norm in motor racing until the advent of practical data acquisition systems. Purely from a monitoring per spective, the locally-produced MoTeC M 48 Engine Management System (EMS)- manufactured by MoTeC Australia P/L in Melbourne - that is employed by the pioneer ing Sydney-based duo has, in Roberts’ view, transformed the team’s on-track capabilities, the user-friendly software enabling pre cise tailoring of race engines to suit the track conditions and thus enable drivers to approach their maximum performance levels. “One of the greatest advantages of this system is that you can now pick the driver’s technique,” Roberts explained. “Where before it was something of a guess with a driver we always thought was hard on the gas, the computer was able to verify the fact that the engine wasn’t actually on full throttle at all. “There is no guesswork anymore - you know exactly what’s happen ing and your motor thus becomes more efficient. “If we didn’t have a data logger, normally when you go to a race track you would pull a plug - usual ly number seven, as that’s the lean est cylinder on a Chev - look at it and then, if you’ve decided it’s a bit rich, you’d change the nozzles and lean it out two thou. You would then do another race, come in, check the plug and, if it’s stiU a bit rich, lean it out another two thou and so on. “Now you come in, plug in the computer, look at your lambda number and decide if you’i-e a bit rich, or not - if the numbers are telling us ‘88,’ we know we can go ten thou without a problem.

Data losing and an innovative induction system result in enhanced Sprintcar performance

DYNAMIC DUO... Bill Roberts (left) and Wayne Jones, advancing Sprintcar technology.(Tony Glynn pic) “That margin for error area, beforehand, you found out about which previously involved pure - the low fuel pressure when you had guesswork, is now able to be pre-,, a hole in a piston! cisely adjusted and that’s why your “Even then, you weren’t sure why motor becomes more efficient. the engine detonated. Was the noz “The greatest advantage of the zle blocked? Was the plug too hot? system to me is that the possibility This system fakes all the idiot fac of damaging an engine due to incor tors out of the equation. “When I look at the computer, it rect settings is virtually eliminated. “For example, when you’ve pulled might be clear that we’re turning back into the pits, the data may tell the engine too hard, so we could you that the fuel pressure is down. take some gearing out of it. The old So, automatically, you would systems with tell-tales didn’t specif remove that unit and replace it ically pinpoint where that maxi with a fully functional pump - mum had occurred, so it made mak-

ing adjustments a hit and miss affair, “In DaiTvin recently, for example, Peter Craft had the MoTeC installed and John Shore had a tell tale and, as they were mnning nose to tail, I was able to look at Peter’s data and then adjust the gearing on Shore’s car to compensate for his higher 8200 rpm level, as Peter’s engine with 7600 rpm was absolutely right. ‘Yes, people say our $15-16,000 full-bore package including the complete carbon fibre induction sys-

tern is expensive, but it’s only really as expensive as you want to make it - the first time you save an engine from a meltdown, that’s $5000 you’re in front; you sell your mag neto, which is no longer required and is worth $1000; there’s another $1000 when you sell your EGT gauges, which was the old way of measuring exhaust gas tempera ture; and you can sell your tacho, which is another $500. “All that means that you can get back a good amount of money and it’s still up to you to decide how much of the MoTeC unit you want to use. The basic cost is around $3000, but the more sensors you put on it, the higher the price. “Now that we’re veiy comfortable with the engine management side of the package after creeping up on it, Wa3me and I are now investigat ing the next logical area of develop ment. “We have just made some shock sensors to measure suspension travel and these units will be on the track in the next month, or so, which means we’ll then be looking at the next worthwhile area of per formance enhancement, thanks to the data logging capabilities of the MoTeC system.” With regard to the system’s legal status in Australia, Roberts approached the national scnitineer and discussed the proposed avenues of development implicit in the package prior to getting the project up and running. The rules state that electronic injection is disallowed and, accord ingly, there is not one wire from the MoTeC unit that goes to the injec tion (presently Kinsler, or Hilborn), but the data logging facility allows between-race, or post-race, inter pretations via the lambda meter readings that resolve any fuel sup ply difficulties. While Roberts and Jones “would dearly love to I’un wheel sensors,” the practical difficulties associated with: racing on the speedway track surface itself effectively preclude their use. “Clay and dirt are a certainty to knock sensors off,” Jones explained “and we’re finding that the wheels themselves aren’t quite as acciuate as those employed in Group A Touring Cars, or other forms of road racing. “We also don’t want to appear that we’re running anything like traction control to assist the driver.' Happily, after a period of consid eration, the sanctioning body’s appointed representative then gave the desired approval and both Roberts and Jones immediately set forth on their stimulating voyage of discovery.

5December 1997

»Xo

“Finer Filter hand-made the fil was lucky enough to find someone ly resolve the highlighted issues involved with Bill and myself and The pair initially had reserva ters for us and they’ve been fantas we started talking about air temper tions about allowing their peers like Bill Roberts who would take and bidng the horsepower levels up. “That’s when we realised we had atures, ram tubes and air boxes and tic people to deal with, going to no unlimited access to the new tech the punt and go with me - after all, Ian came up with a fantastic carbon end of expense to help us with the nology, particularly as the MoTeC it’s very hard to find someone who a problem with the induction sys fibre air box that’s been able to keep air box development and improve system had never been applied to a has a $100,000 race car to take a tem,” Jones said. “The conventional induction sys the air at ambient temperature - the cold air entry - remember, punt with you. Sprintcar engine before. and, in some cases, we’ve been one these filters have to work 100% to “Now there’s a diversity of choice tem wasn’t working to the optimum “Wayne and I hold the keys to with MoTeC as far as which units for the capacity of the engines we’re degreee below ambient temperatoe! keep the dirt out, but they must the cupboard, which has the also keep the restriction instructions inside,” down as much as possible, Roberts laughed, “so, if “Without letting too one of us dies, the other is much out of the bag, by fit V in trouble! It’s worth not ting the air box, velocity ing that MoTeC was scep stack set-up and running tical about whether we the MoTeC unit on it, we could actually do it - and were able to increase the they built the damned engine torque at 5000 rpm thing! by around 110 foot-pounds. “As far as production of “We were quite shocked the complete system is by that improvement, so concerned, we sat down we went back to the con the other day to deter ventional set-up, then mine where we’re going refitted oui- system to ver with this and the man ify the result and we who helped us with the ended up back in exactly induction box, Ian the same numbers - so it Pollard, took the view was champagne night! that we should open up “At present, we have a the system to all comers. number of Sprintcars “He didn’t feel that we using our system and ver were going to be giving ifying the worth of the away an advantage, as we whole exercise - we’ve already have twelve been keeping it all inmonths on anyone else, so house,' at this stage and we listened very carefully we’re classing the com to his advice and decided bined effort as ongoing to act on it.” research and develop Dyno-room guru Jones ment. Peter Craft and rates the complete pack Justin Mineef ran our age as “exciting” and prototypes, Justin run that acknowledges BLACK BEAUTIES... Carbon/kevlar velocity stacks with carbon/kevlar air box pienum chamber base.(Tony Glynn pic) ning the first system. Sprintcar engines had “We’re now running one on Ben effectively reached a performance are suitable - the M 4, the M 48 dealing with - unfortunately, a lo? That’s nearly perpetual motion! “We went to carbon fibre, as it Gates’ car and, in the very near of the cylinder head designs and plateau “up until what we’ve done. and the M^8. future, we’ll be putting one on John does not transfer heat, unlike alu “The M 8 is the all-singing, all- injection systems from the United “Most engines were putting out minium velocity stacks, which are a Shore’s car - that gives us three around 680-700 horsepower and dancing'unit used in Group A, but, States suit their 410 cubic inch fantastic conductor of heat. We drivers who are very experienced that situation hasn’t changed for because we weren’t using the fuel capacity engines and not our small proved that on the Group As, where and one driver who is a rookie. side of it, there was no point in er 372 cubic inch engines. probably five or six years. “We planned it along these lines we were one of the first to go to car “Now, horsepower is oxygen and “By doing what we’re doing, we going to the overkill, or top of the to get data back from different dri bon fibre velocity stacks to keep the oxygen is cold air and the only way don’t gain any more total horsepow market unit, as we were^only using vers -with different styles, to deter to get cold air into the engine is via temperature down and they worked er, but we have been able to pick up half its functions, anyway. mine what sort of engines you build terrificly well,” Jones explained. “So, for economic and practical an effective system. our mid-range horsepower and, ‘With our Sprintcar design, there for a variety of driver apphcations ‘We were plotting our air temper more importantly, thanks to the reasons, the M 48 will probably do we are now able to custom-build data logging, we’ve been able to 95% of what the M 8 will do, any¬ ature going in there and finding is no engine heat whatsoever being engines to suit the driver. conducted through the air box, that it was far too high, around determine where we’ve been going way. “There really hasn’t been much The MoTeC M.48 unit was thus 10-12 degrees Celsius hotter than which is a totally undreamed of situ wrong with seat of the pants tuning ation, unlike some of the air boxes development in these areas during adopted early in the program to ambient temperature, which is an of Sprintcars. the last thirty years and I believe investigate whether there were real unacceptably high level,” Jones used by other teams that kill horse ‘"The throttle response improve we’ve broken into a new frontier. power by as much as 50 horsepower. gains to be made and whether or elaborated ment is, perhaps, the most signifi “So, with the backing of MoTeC, “A lot of these teams dyno their “When we were playing with the cant advancement with the applica not the engine was running at its tion of both the air box and the optimum levels. Group A Fords and Holdens, we engines without their air cleaners Ian Pollard and Finer Filter, plus MoTeC unit. the backing of the owner/drivers, I on - but I dyno with the air clean would accept the ambient tempera Predictably, the engine package believe we’re well and truly down “It’s a case of getting legitimate revealed shortfalls due to incorrect ture, or a maximum of two degrees ers on, along with mufflers, a set data back without listening to the tuning, the MoTeC data logging above - so here we are, 10-12 up which relates to the way the car the track with our program - but I honestly believe that we still have actually runs, otherwise you’re hav degrees above ambient temperature. driver. With due respect to drivers, capability after many hours on the 60% of the journey still to go.” “A friend of mine, Ian Pollard, got ing yourself on,” Jones said. dyno allowing Jones to satisfactorithe engine never has enough horse power and the car never handles,” Jones exclaimed. SERPENTINE... Robway Airways unique Sprintcar V8 carbon/kevlar induction system delivers air at ambient temperatures.(Tony Giynn pic) “We’re finding that the data we’re getting back with the logging capability is just unbelievable and it’s wonderful to be able to analyse exactly what we’ve been doing on the track, rather than guessing. “We’ve been able to download throttle positions, engine tempera ture, fuel pressures and lambda meter readings, which allow us to make adjustments where they need to be made, rather than using that old seat of the pants aproach. “From my way of looking at things, we’re on the frontier of breaking into an area where we can get legitimate data back from a Sprintcar, as the bottom line is, we want to go fast. “We also want to prolong engine life - with Sprintcar engines nor mally I'unning a locked magneto and their own style of fuel system, bearing life was very limited, as there’s a lot of cylinder wash and methanol pollution in the oil. “Well, we’ve cut about a third off our fuel usage, which means we’re better on our fuel economy and fuel isn’t going into the oU, it’s not being wasted and it’s weight you don’t have to carry in the fuel tank. “With the work I’ve done with MoTeC on our boat and Group A engines over the years, I felt very confident that it would work and I

5Decembef1997

Former England team his manager Colin Pratt has joined fourth club in as many seasons and will now be in charge of speedway operations at Coventry. Pratt guided Bradford to their British Elite League title this year, but the Odsal-based club has put its licence ‘on ice’ for two years while stadium improvements take place. Pratt has already taken up his duties and was flown to Lanzarot for the Annual Conference of British promoters.

Negotiations are still going on as they are for coverage of the domestic League TV on Sky TV, but the TV channel refuses to commit any big sum of money to its coverage and sponsorship may hold the key to this.

format with his co-promoters. The biggest-ever meeting takes place atindoor Brighton on Britain’s south coast on Sunday December 14 and a shale speed way track of some 120 meters in

ing next season in Britain’s Elite League. Bradford, whose Odsal Stadium is to undergo a major refit, may have said goodbye to the sport for ever. But Peterborough has decided

and his charismatic appeal would suit Oxford promoter Dave Pavitt, who formerly ran speedway at Hackney and Ipswich, The original plan to revert to seven man teams in the British League has also been scrapped. It will again be six man squads, with a points limit set at 42, but clubs exceeding that may retain all their riders from last year, if they wish. wedish rider Stefan Danno, a qualifier for next year’s World Championship Grand Prix, may be barred from taking part. Danno faces a disciplinary hearing after allegedly assaulting FIM officials Roy Otto and Renzo Giannini after the Grand Prix Challenge event in Wiener Neustadt, Austria, in October. The matter has been referred to Danno’s own national federa tion, Svemo, to take appropriate action after hearing the rider’s ver sion of events.

ustralian Grand Prix riders Jason Crump and Ryan Sullivan may be looking for a new club in British next year, as their current club Peterborough is con sidering dropping down a League because their normal Friday race date would leave them without the two Aussies for too many meet ings. The Grand Prix series will be raced on Fridays, with six dates being used from May to September next year. Craig Boyce at Poole and Leigh Adams at Swindon will also have problems. Poole races Wednesday nights, so it may not be too tough for Boyce to travel afterwards to the GP venues, but Adams will miss Swindon’s Thursday home meetings during GP weeks.

England team manager Louis has resigned afterJohn four years in the post and following a defeat in the recent series against Australia. Louis says he will be spending more time on his own club’s affairs at Ipswich and his time for England duties would be restrict¬ ed. It is, however, believed that Louis has bowed to rider pressure after the way he handled events concerning his own son, Chris Louis, last season. Former team manager Colin Pratt, now working for Coventry, looks set for a recall to the England post.

DANNO IN STRIFE... Stefan Danno, chasing Piotra Protasiewicz at Wiener Neustadt,faces a GP ban.(Mike Patrick) British speedway isnew considering a revolutionary Honda circumference will be the stage - to drop down a League to race in engine for its domestic racing. and World Champion Greg the Premier competition. The technicians at Honda UK , It means that top Aussies Hancock is the latest top rider to have been working with former rider Crump and Sullivan will need to agree to take part. and ex-England boss Eric Boocock Hancock’s participation has find a new club for next season, to produce a 650cc petrol engine been made possible by the fact but a British Promoters’ decision to and it is likely to be used on an that, 24 hours earlier, he is in avoid Elite League racing on experimental basis in the Premier Finland for the FIM banquet as Grand Prix weekends may make League (that’s effectively British their choice easier. By Tony Millan World Champion. League Division Two) next year. Swedish Grand Prix Jimmy Nilsen, who lives atrider Swindon in Ironically, Peterborough’s deci He will catch a morning flight If all goes well, a major move le Poole circuit in the South of from Helsinki to London on his sion was, in part, based upon the England, will not be racing in the could be made for its introduction Danish League in 1998. _ England could be the surprise way home to California to race at fact that they expected to be with worldwide a year later, although it Nilsen faces a busy Grand Prix out their key riders for Friday is likely to haye been modified to a venue for the British round of next Brighton... Fellow Americans Sam nights, which is their first choice series and is committed to race in SOOcc power unit by then. year’s World Championship Grand both Sweden and England - but, if Former road racing ace Mick Prix and that would certainly help Ermolenko, Ronnie Correy, Bobby race night. time permits, he says he will also Aussie champion Grant has been adding his exper ritish League honour commitments in the Polish tise and tests have taken place on Craig Boyce, who the Owlerton circuit at Sheffield. speedway is set League. races regularly there to take to the TV Becaue the motor can run on for his League club, screens of Australia With Bradford now ’omasz Gollob, the controver unleaded petrol, there’s hope that from March next sial Polish number one, will be the major oil companies might not available and racing for Ipswich in the British year. then come in to sponsor the sport Hackney, where the N o r t h s t a r League next season. in Britain. two previous GPs Gollob has taken the advice of Television has been took place no longer contracted to pro former world champions Barry Top British riderChampion-Joe and former staging it duce 25 programmes Briggs and Ole Olsen, who have World Under-21 leaves speedway, Coventry, on a weekly basis for said he needs to race in Britain if Screen is to return to his original Kings Lynn and the next UK season he is to become World Champion. club at Belle Vue in Manchester. Pools as the only and it is negotiating The Polish star has signed a Screen moved to Bradford for a British League tracks rights for several 50,000 pounds deal to race record £32,500 in 1993, shortly approved by the FIM. countries. League meetings in Britain. Poole has recently after winning the British League This works out at around The deal for title with Belle Vue Aces. been modernised Australia depends on AUS$4,000 dollars a meeting, plus But, with Bradford not running and can hold around arrangements being what is expected to be extensive for the next two years, a loan deal 12,000 spectators, confirmed for show sponsorship. has been agreed whereby he can rnany of them in a It is understood that Gollob’s ing in Britain on Sky race at his former track after he prestige new stand ■i TV, which could then deal is being funded in part by a returns from his coming stint in with facilities for corAustralia. open the door for Fox TV company, which sees him as porate hospitality. Screen will remain a Bradford outlets, like Sky the key to British speedway gain Kings Lynn has owned by News ing a massive audience on Polish asset and, obviously, would look previously staged the certain to return to that club when Overseas and International, to television. adapt the transmis racing resumes at Odsal in two Commonwealth sion for Australia. Finals of the World ary Havelock, the 1992 World years time. Already Danish Champion, is now without a Championship and company Nordisk is club following the closure of Wolverhampton, many promoter Buster hoping to sell Grand Bradford and so too is England’s years one of thefor topsoclubs in their Chapman is asking Prix coverage to Fox Grand Prix star Mark Loram. British Speedway, may turn its his fellow promoters Havelock had been expected to for showing in back on Elite League racing at the Annual ADAMS AND BOYCE, '98'World Champs competitors. (Patrick) Australia and USA. join a club close to his northern unless TV coverage materialises Conference to give base at Middlesbrough, but has for the League. his track their backing for the big Schwartz, Brett Werner and sounded out Eastbourne where he Shawn McConnell will be joined by It is understood this depends event. ^ The British Elite clubs Leagueforwillnext be would make a ready replacement down to nine Australians Boyce and Shane upon sponsorship and /^xford Cheetahs could'be makWolverhampton promoter Chris V«/ing a surprise return to the top Parker, along with England Test season, with Oxford returning to if Stefan Danno is suspended. Loram is still an asset of Van Sireaten is unhappy that the League in British Speedway for men Martin Dugard, David Norris, the top level as Bradford and Premier League Exeter, but could British League is disrupted by next season and their promoter Kelvin Tatum, Scott Nicholas, Ben Peterborough drop out. And former world champion be a surprise recruit for Poole, Grand Prix calls, without the Dave Pavitt knows just what it Howe and Paul Hurry. A team meeting takes place in American Billy Hamill could be which finished outside the play-off domestic sport having the benefit involves, having been involved at the afternoon session and an indi making a surprise move to the births in the Elite League this year. of its TV exposure. Ipswich and Hackney before. Oxford club. With such riders as Mark Loram vidual meeting in the evening. Poole’s Wednesday night home In fact, with only one British With Joe Screen having dates would suit Loram, who has rider, Mark Loram. set to race in and Gary Havelock available and this rejoined Belie Vue, HamiM’s extensive Continental commit the Grand Prix series in 1998, it is others looking for new tracks, As exclusively revealed in concolumn, it has now been demands would possibly stretch ments, let alone his Grand Prix possible British TV may not cover Pavitt knows his market and he is the series. discussing possible budgets and firmed that two clubs won’t be rac- the budget of that club too much engagements.

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with the new (Formula) WIO ... the tyre significantly raises the level of available grip wet or dry, for cor nering, steering or braking,” says multiple Australian motor racing champion John Bowe, who evaluat ed the tyre. “I thought the giip it offers quite staggering - it’s a true example of racing improving the breed.” A technical highlight of the tyre is a new ‘water resistant’ tread compound using fine-grain carbonblack and developed from their snow tyre technology for maximum wet weather performance. The ‘water resistant’ compound of the Formula WIO not only pro motes great grip in the rain, but enhances it in the dry and promotes reduced wear. ^ Speed rated to either ‘H’(2M km/h), ‘V’(240 km/h) or ‘Z’ (over 240 km/h), the Dunlop Formula WIO is available in 14, 15, 16, 17 and 18 inch'sizes to suit everything from a Toyota Corolla to a Mercedes Benz 500SEL. Dunlop’s new Formula WIO is available from all major tyre^retailers, starting from around $150.

Revolution Racegear has opened its first Superstore in Tasmania. Australasia’s largest specialist retailer of motorsport and motor ing clothing, accessories and safe ty equipment. Revolution Racegear has consolidated its Tasmanian operations into its Hobart store. Revamped to accommodate Revolution’s increased range and better service its customers, the Hobart Superstore is now a onestop shop for Tasmania’s motor sport and motoring enthusiasts. It carries a complete range of equipment and accessories, includ ing Revolution’s exclusive line of Australian-made ‘RPM’ brand racewear, as well as top interna tional brands including Sparco, Bell, Momo and Willans. Customers can free-call the Revolution Hobart Superstore on a 1800 number from anywhere in Tasmania, with same day or overnight delivery guaranteed across the state. Revolution’s Tasmanian opera tion continues under the manage ment of Charles Button and his team.

WINNING FORMULA ... Multiple Australian Champion John Bowe shows off Dunlop’s new ultra highperformance tyre, the Formula W10.

5December 1997

“Revolution is totally committed to the Tasmanian market, and in consolidating the operation we have ensured that the Hobart Superstore has by far the largest range of motorsport and motoring accessories available in the state,” Revolution Racegear’s Managing Director Dale Rodgers says. “Our motivation in restructur ing our Tasmanian operation is to provide customers with enhanced service via things like toll-free phone ordering and same day delivery and provide greater effi ciencies to keep our prices down.” Revolution will provide full trackside service at selected Tasmanian circuit racing, drag racing, karting and speedway events. Established just five years ago, Revolution Racegear has expand ed rapidly to number now 17 stores in Australian and one in New Zealand. Revolution’s exciting new Hobart Superstore is located at 222 Argyle St, Hobart. They can be contacted on tollfree on 1 800 804 774 six days a week from anywhere in Tasmania.

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KARTING

5December 1997

Biff and barge at Findlay Memorial Geelong’s uprated track and the forthcoming Nationals scheduled for Easter swelled the entry numbers for the annual Val and Joyce Findlay Memorial meeting on November 23 to over 300. The Memorial handicap races were run at the end of the day, which saw a number of accidents resulting in sev eral riders getting ambu lance rides. Clubman Over 40 saw six karts off in the first corner, which helped Greg Savage come through from 14th on the grid to take the win. In the other two heats, he drove through for a perfect score, Bernie Kelly coming second, ahead of Jim Ramsey. The first of the red fl ags came out in Senior National Light after a first comer pileup and' Matthew Wall did it the hard way when racing resumed. He drew mid-field and had to start from grid 15, coming through to get pole in the final and the win over Glenn Riddell, who followed him Scott from mid-field Ferguson was third. Will Davidson was too

good for the rest of the Junior Clubman field, while Gavin Walker finished ahead of Adelaide’s third-placed Jamie Carter. Clubman Super Heavy put on a show for the onlookers, with several leaders in the first heat and a thrilling last lap pass by Mick Krieg on Andrej Sutej in the second race. But Shawn Fellows was victorious on the day, with Sutej and Kideg next. Nine Sportsman karts faced the starter, Dominic Albanese taking three firsts, Mark Foran taking three sec onds and Paul Bradshaw the best of the rest. The little guys in the Midgets made passing diffi cult, but at day’s end Jarrod Medwin came out on top of Rohan Kinens and David Sera. Clubman Light was split into two di'visions, Matthew Wall -taking his second class win 'of the day in division 1, which was redflagged after a spectacular pit straight acci dent that saw Portland’s Trevor Cann in the,^ambu lance - Reif Corbet and Matthew Coleman took the minor placings.

In division 2, Jason Domaschenz and Steve Maher both went off in a tan gle when running first and second in the first heat. Paul Dumbrell kept out of trouble and came out on top in the battle for first with Clint Cathcart, while Lee Ulhom finished third. Neil Elford had his best day ever after some great wheel to wheel racing with Nathan Fletcher and Glen Chadwick in Senior National Heavy. A good Clubman 200 field tried the new track surface, David Buschkuehl taking the points from Doc Pearson and Adam McKewan. Although Tony D’Alberto didn’t crack a heat win in his first drive up from Rookies, three seconds was good enough for the big trophy, with Travis Medwin second and Chris Porter third. Clubman Heavy was also split into two divisions, divi sion 1 seeing a big crash in heat 1 and karts flying through the air. When the dust settled, Ben Savage came out on top after starting 18th and finishing second in the first heat. An unlucky Tony Pugliese '■>

CLUBMAN ilGHT... #2 Adam Klunyk, #88 Lee Ulhorn and#81 Dale Carpenter. (Burns pic) came second after two heat wins and Peter Temopoulos was third. In division 2, Remo Luciani took the points from Andrew Bua and Paul Tabbit. Reed Light fielded 18 entrants and, with side by side finishes and a high rate of DNFs, Paul Dumbrell fin ished ahead of Andrew Findlay and Dennis Mifsud. The Rookies had a nasty accident in heat 2, which saw Brooke Pearson hospitalised - back on the track, Shane Price was taking the points from Brent Rose and Dean Foster.

international

Victorian Closed Titles - Vc Ucemice holders on If Bairnsdale Raceway - hosted by Bairnsdale Kart Club/Victorian Karting Assoc. Enq 03 5144 23S2

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Expiry

Open Meeting - Geelong Kart Club Corio Raceway Enquiries 03 5253 2062 Victorian Open Sprint Championsyps Beckley Park Raceway - Hamttbon Kart Ciub7VK/t Enquiries 03 5572 4873

The Mort Page Memorial = Ballarat Hadi rk Raceway En 03 5349 2732

Memorial handicaps, which included the top finishers in each class, got under way late, due to the accidents. In the Midgets and Rookies, James Leoncini won fiom Ben Taylor and Andrew Budge, while the Juniors saw Travis Medwin take the win from Luke Harper and Nicholas Harper. The Senior race saw a fairly close finish, Andrew Findlay coming from the back to talce the win in the race commemo rating his grandpai-ents - Doc Pearson was next, with Paul Dumbrell thfr-d. - GRAEME BUENS

karting

KARTING

Date Name Address

Craig Shillito had a win in RESA from newcomer Brad Farnsworth and Dean Miles. The highlight of the day’s racing was the clash between Adelaide’s Steve Kwiatkowsky and Geelong’s Luke Harper in their third heat, the pair swapping places no leSs than seven times in the eight laps. Kwiatkowsky ultimately won from Harper and Joshua Brown. Reed Heavy produced close racing, Malcolm Kilsby gain ing the upper hand ovdr Dominic Albenese and Nathan Fletcher. The Val and Joyce Findlay

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KARTING

SDscsmberW/

Champ Courtney shines at Bercy Dual World Champion James Courtney came home fourth at the annual Bercy indoor karting spectacular in Paris. Courtney, 17, was beaten by Italian Super A stars Max Orsini and Guiseppe Palmieri and French Formula A cham pion Cedric Convers. The young Castlereagh resident was the highest placed Formula A karter from the European tour and set the fastest lap of the race with a time of 28.499 sec onds. He started eighth, but stormed through the field, taking the chequered flag,ip a blanket finish with Palmieri and Convers. Courtney won the Formula A World Championship this year- having already claimed the world Junior title in 1995 -and went to Bercy soon after attending the launch in Melbourne of the 1998 Qantas Australian Formula One Grand Prix. His next major appointment is the Federation Internationale de r Automobile (FIA) annual presentation dinner on December 12 in Monaco, where he win receive his 1997 world

Australian CIK Championships 5 Final Results Todd Road, Port Melbourne 30 November 1997

1977 CHAMPIONS FA David Cl^k i ICA Troy Hunt IGAJ Michael Caruso

INTERCONTINENTAL A PINAL 1 Steve Maher 2 William Yarwood 3 LukeMewett

RESA LIGHT FINAL 1 Cane Mount 2 Barbara i^imi 3 Michael Sukahar

'Tony Eart

INTERCONTINENTAL A Junior Final 1 Michael Caruso 2 AlanGurr 3 Jamie Whincup

FINAL 1 Matthew Coleman 2 Geoff Bertram 3 WiU Pristel

it Gary Dann 2 Ryan Wlodsinski 3 David Clark

Hamilton Karting Club will host the second most prestigious event on the Australian Calendar, the 1998 Victorian Open Sprint Kart Titles, on the January 23-26 Australia Day long weekend. The event is expected to attract revenue of around $500,000 to the Hamilton district over the four day meeting, along with more than 400 entrants. Peter Sandow, president of the club - which hosted the Victorian Closed Titles in December last year - said “the event was the biggest pat on the back we could pos sibly get. “The thing I’m most thrilled about is the fact that Hamilton is able to build a kart track that is world class and, at such a young age, is able to host this event.” Hamilton was awarded the I

Full report next issue

STAR ASCENDAiNT... There’s a huge future for James Courtney. (Chris Dixon/LATpics) title on the same night that Canadian Jacques Villeneuve is crowned FI world champion. Next year, Courtney will race in Super A, kartin^s top class - Super A competitors are usually required to be at least

18 years old, but Courtney has been given a special exemption because ofhis achievements. In the FI Mastere Finale kart race at Bercy, Finn Milca Salewho this year drove for the Tyrrell team, but next season

switches to Arrows - took a dominant vwn ahead of Italian Vincenzo Sospiri (who failed to qualify in a Lola at this year’s Qantas Australian Grand Prix), with Sauber driver Johnny Herbert third.

launch of Eastern Creek International Karting Raceway

Sydney’s first international karting complex will be officially opened at Eastern Creek on December 6 with all the fanfare that goes with a world class motor racing circuit. The first class complex, built at a cost of more than $3 million, will be an inter national showcase for kart ing and is destined to become the headquarters for karting in Australia. A highlight of the opening will be a karting celebrity race, followed by non-stop action featuring more than 400 of Australia’s elite karters. Located on a 30ha site to the north-east of the Eastern

Creek Raceway in western Sydney, the new pm-pose-built facility comprises more than two kilometres of circuits. The raceway will be split into three integrated tracks, which may be configured to more than 20 racing varia tions. The complex will feature the finest in competitor and spectator facilities, including speciality shops, first class catering, food outlets and corporate amenities. At the Eastern Creek International Karting Raceway, both the serious karter and the casual karter - who has a wide range of track hire options, including top quality catering at all

levels - can enjoy the very best of this rapidly expand ing motor sport. The compex, which will operate seven days a week, offers the corporate sector the very best racing experi ence at an affordable price. The corporate client can enjoy the thi-ills of practivee, qualifying and racing - all corporate drivers will be sup plied with a race suit, hel met, full race results, photos and trophies to commemo rate the occasion. Karts will be available for guest drives on December 6 between 10am and 11.30am on a first come basis. For further information, phone 02 9672 7530.

Hamilton to conduct ¥riLL KART 1998 Victorian Open CLUBMAN-$3995 READY TO RACE Sprint Kart Titles IT'S

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event over its competitors at Albm-yAVodonga and Geelong. Historically, Geelong has been the only club capable of holding such meetings. But, in the last four years, new ti-acks have been developed at Hamilton, Todd Road in Port Melbourne, AlburyAVodonga and Cobden, all of which are capable of hosting events on such a Imge scale. According to Sandow, a number of factors worked in Hamilton’s favour, including

track safety, the fact that the complete track is visible fi-om any viewing point, its full eight metre-wide track that encourages passing, the quali ty of the track surface itself, a lack of congestion around the gi-id and weigh-in areas, the success of last year’s Closed Titles and the fadhtys safety record. Interstate competitors are expected to arrive in the week prior to the event, with prac tice taking place in the days

leading up to the event. Friday, January 23, will be for official practice, whfle time trialling will be held on the Saturday to determine the final 30 competitors in each event. Sunday and Monday will see heats and the final, which vrill be over 25 laps. The event, which has attracted sevei-al major spon sors, will be run in conjunc tion with the Victorian Karting Association.

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5Decsmbef19S7 Report by PETER WHITTEN Local hero Colin McRae won his home event, the Network Q RAC Rally, by over two and a half min utes on November 24, but it wasn’t enough to deny -^^Tommi Makinen his sec ond consecutive World Drivers’ Championship. McRae’s victory margin belied the difficulty of the task and the intense compe tition which he faced over the three days and almost 400 kms of stages. Severe fog and mud ham pered the progress of all crews throughout the event. By finishing sixth in a Mitsubishi Lancer, reigning World Champion Makinen retained his crown by a sin gle point from McRae, who had stormed back into con tention over the last events of the season. While McRae was pleased to win his home event again, he will reflect on a number of mechanical failures on his Subaru and some driving errors which cost him points during the year. But he gave everything in his bid on the RAC, winning 15 stages and coming back from eighth place after an off road excm’sion on the second leg. “To win at home again is fantastic - this is a very spe cial event for me,” said McRae. “To win the Championship would have been even sweet er, but that was always an outside chance.” Had Makinen hit trouble and been forced out, the title would have been McRae’s, as he would have been tied on points with Makinen but has won more events. After McRae had led the first leg over stages which offered many hazards, but few opportunities to pull out an advantage, he went off the road on -the first stage of leg 2, dropping to eighth. Richard Burns in the sec ond Mitsubishi then led, while McRae stormed back with a series of fastest times, to tie for the lead going into the final day. Burns proved beyond doubt that he is a potential champion by taking seven teen seconds out of McRae on the first stage of the last leg, but then had a puncture early on the third of the day - unluckily, a rock cut through the tyre side wall and the “mousse” system, which would normally keep the tyre inflated until the stage end, actually came out of the tyi'e. There was no choice but to opt for a wheel change on the stage and the loss of five minutes. He dropped back to fourth. McRae was left with a two minute advantage over the Ford Escorts of Juha Kankkunen and Carlos Sainz, which had been in close pursuit throughout. They had been close to, but never quite on the pacd of, McRae and Burns, but the performance of the Escort this year in the hands of MSport has brought new gloss to Ford’s motor sporting image.

■s.

CHAMPION AGAIN... Reigning champ Tommi Makinen’s sixth spot in the RAC netted enough points to guarantee another World Championship. Marcus Gronholm finished a good fifth. The team still has some work to do before their new car is fully on the pace. While McRae won for Subaru, Kenneth Eriksson’s similar car was sidelined on the very first stage with engine trouble and Piero Liatti was never on the pace of his team leader, finishing seventh. Perhaps the star diive of the event was put in by the win ner’s younger brother, Alister McRae, who brought a VW Golf home in the top ten and at the head of the F2 class. However, McRae was excluded after the event for in the series, so this was a lucky that I only needed one persevered and managed to These positions elevated hard-earned result. illegal suspension on his point for the Championship.” avoid any errors, doing Ford to second place in the Golf, a decision which the The Toyota Corollas, “After every hour, I was Manufacturers Championship, ■ enough to earn that vital which should be in con team was initially appealing. which Subaru had already sixth place single point taking pills to keep the fever which assured the title. clinched. down,” said a relieved tention for the championship Spanish driver Luis observers Makinen at the end. “Now I next year, sparkled but never Seasoned Climent won Group N in a Makinen’s rally was a Mitsubishi Lancer Evo 3. truly shone. can go to the hotel to sleep. expressed the view that he dogged performance by the Didier Auriol set some top “I really think that this was in no physical condition highly talented Finn. NETWORK Q RAC Rally to compete on what is one of has been the most dificult five times before going off the Suffering from a heavy RESULTS road on the second leg, while rally for me. It was very the most demanding events bout of ’flu throughout, he 1. C McRae/N Grist Subaru Impreza BATH TiME... Ford Escort WRC of Kankkunen/Repo enjoys a hose out on its way to the runner-up spot in the RAC Rally. WRC97 3:54:31 2. J Kankkunen/ JRepo Ford Escort WRC 3:57:18 3. C Sainz/L Moya Ford Escort ’WRC 3:58:24 4. R Burns/R Reid Mitsubishi Carisma 3:59:30 5. M Gronholm/ T Rautiainen Toyota Corolla 4:00:43 6. T Makinen/ S Harjanne Mitsubishi Lancer 4:01:31 7. P Liatti/F Pons Subaru Impreza WRC97 4:03:11 8. A Vatanen/ R Freeman Ford Escort 4:11:59 9. A McRae/ D Senior VWGolf ""XSUH 4:14:27 10. HRovanpera/ V SUander Seat Ibiza 4:17:34

Tommi holds on

McRae wins RAC Rally, but Makinen takes title

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Report by PETER WHITTEN

It was a struggle in the end, but Neal Bates even tually took the first victory in the world for the allnew Toyota Corolla World Rally Car, when he won the FAI Rally of Canbeixa on November 30. Bates and co-driver Coral Taylor had the rally well in their grasp, going into the final day of the three-day event with a huge eight and a half minute lead. But transmission problems hampered the team on the final five stages, almost end ing the dream. Michael Guest finished second in his Group N Subaru Impreza after a gi-eat drive, while Mark Haybittle took a well-di-iven third in a Lancer Evo 3. Only 13 of the original 28 starters made it to the finish, with Possum Bourne, Ed Ordynski, Wayne Bell and ‘Monster’ Tajima all among the retirements. ENTRY Without doubt, the entry for the FAI Rally of Canberra was the most disappointing ofthe year. While the quality in the top 10 was good, the number of entries was deplorable, with only 28 starting - a number not helped by the proximity of Rally Australia, only four- weeks prior. Five international competitors had been lost after Rally OZ, but two Kiwis and Tajima (Japan) still made it to the start. At the front, Neal Bates started as favourite ahead of Possum Bourne and Ed Ordynski, although a preevent crash didn’t help the Mitsubishi driver’s prepara tion. The Kit Cafrs of Tajima (Suzuki) and Wayne Bell (Hyundai) would set the pace in Foitnula 2 and in Group N Michael Guest was the firm favourite, ahead of David West’s Lancer.

TOP 10 ENTRIES PossumBoume Craig Vincent Subaru Impreza Neal Bates Coral Taylor ToyotaCorolla WRCar EdOrdynski Mark Stacey Mitsubishi Lancer Nobuhiro Tgjima(JAP) Claire Parker Suzuki Baleno Wagon Kit Car Michael Guest David Green Subara Impreza Wayne Bell David Boddy Hyundai Coupe Kit Car David West Tony Best Mitsubishi Lancer Evolution 2 Robert Herridge Chris Randell Subaru Legacy RS Turbo Brian Green(NZ) Stuart Jenldnson(N® Mitsubishi Lancer Evolution

Bates makes history First victory for Corolla WRC --ii

WORLD FIRST... Bates/Taylor scored the big one for Toyota in the Corolla WRC.(Whitten) 10 Mai-kHaybittle Helena Robson ProtonWira 4WD DAY ONE After the media day was cancelled because of 39 degi-ee heat and a total fire ban, crews were fearing the worst for the start of the event - and while only 30 degree temperatures were forecast, the thermometer reached around 35 on the Friday, It wasn’t long before Bourne was in trouble. Starting first car on the road, the Kiwi had to short out the starter motor to get the engine started before SSI and then dropped eight seconds to a flying Neal Bates, while Ed Ordynski spun the Lancer and dropped 20 seconds. Then it got seriously worse for Bourne on SS2. Lined up to start the stage, the Impreza died and it took he and co-driver Craig Vincent an agonising 25 min utes to restart. In the end, they had to pour 20 litres of fuel into the car to get it mobile and, while this got them to the end of the leg, the ‘no servicing in control’ rule meant they would soon be excluded. The short five stage leg saw Bates go into the overnight halt with a commanding 45 second lead over Ordynski, but the South Australian was lucky to be still in the event. He hit a large boulder after the timing mark on the final stage ofthe day,severely damaging the side of the Lancer and giving his mechanics even more work to do. Rob Herridge also hit the rock in his Subaru Legacy, although he backed it in, doing major damage to the exhaust system, while son Dean admitted to having a close shave there as well.

Rob HeiTidge, just eight sec onds further back in fifth place. With only 13 cars now ranning in the event, spectator and media interest was dwindling. Indeed, many journalists and photographers made an early trip home before the final day’s competition even got underway. After Day Two 1 Bates/Taylor Toyota Corolla WRC 2h33m45s 2 Guest/Green Subaru Impreza WRX 2.42.14 3 West/Best Mitsubishi Lancer Evo 2 2.47.27 4 Haybittle/Robson Mitsubishi Lancer Evo 3 2.47.33 5 Rob Herridge/RandeU Subaru Legacy RS Turbo 2.47.41

Bourne’s demise had By the end of the day, enabled Guest to move into Dean Herridge led Formula third place and in the lead of 2 in his Hyundai Coupe, but DAY THREE Group N, one minute and 12 amazingly he’d lost over five A little overnight rain had seconds ahead of West. minutes during the day with made conditions a little nicer In F2, Bell’s Hyundai a fuel injection problem, Coupe led Tajima’s SuzukiAll his rivals had simply for crews and Bates only had by 12 seconds, with Ross fallen by the wayside. to nurse the Corolla through Mackenzie a further 15 secBrett Middleton (Honda) day’s eight stages to take onds back in his Daihatsu exited on SS6, the second of ^ historic win. B ut it didn’t prove to be the day, Mackenzie’s gearbox Charade. After Day One expired on the next stage, , that easy! 1 Bates/Taylor Tajima’s Suzuki had major / Five stages from home, the driveshaft failure on the Corolla unexpectedly lost Toyota CorollaWRC 32m51s stage after that - and so it drive to the front wheels and Bates had to nurse the car continued. 2 Ordynski/Stacey for 25km with no oil in the Mitsubishi Lancer That left Bell leading F2, / Evo 3 but while challenging for gearbox, 33.36 third place, the Hyundai driMajor work was carried 3 Guest/Green ver rolled the car out of the out by the Toyota mechanics event, leaving a surprised to fix the problem, but when Subani'Impreza WRX 34.57 Herridge at the front of the it was discovered it was unfixable, silastic and tape 4 West/Best category. was used extensively, as well All these retirements had Mitsubishi Lancer Evo 2 enabled Haybittle to move as putting as much spare 36.09 gearbox oil in the car as was f ninto fourth place and, with 5 Bell/Boddy West’s Lancer struggling on possible, The car would remain in without third gear, Haybittle Hyundai Coupe rear-drive for the rest of the Kit Car was eyeing off a place in the rally, but the major concern 36.11 top three, as was veteran DAY TWO The second day dawned cooler and crews were much happier - but it was a day of attrition and, by the end of it, only 13 of the original 28 competitors remained and there’d been many name drivers exiting the fray. By day’s end. Bates held a massive eight and a half minute lead over Guest’s Lancer, with West a further five minutes back in third place., Bates’ lead remained in tact, despite finishing one stage on three wheels after a strut collapsed and left the wheel, brakes, strut and driveshaft on the side of the road. Ordynski’s challenge had come to an end mid-way through the leg when he hit a kangaroo and damaged the oil cooler on his Lancer. The damage was such that he was unable to continue.

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WINNER - NSW & VICTORIAN RALLY CRAMPMSHIPS- DONLOP SP84-R

was whether the gearbox could hack the pace. He lost four minutes of his hard-earned lead over the final three stages, but Bates and the Corolla made it home, giving the Canberra driver his second victory in his home event. That it was the first world victory for the Corolla World Rally Car made it even sweeter. Guest took an easy second place after a faultless drive in the Les Walkden Rallying Subaru, finishing over six minutes in front of the sec ond Group N car, that of Haybittle. Haybittle had managed to displace the Lancer of West for third place, but West did hold off Rob Herridge for fourth place by just three seconds. Dean Herridge won the Formula 2 category in his Hyundai, well clear of the well-driven Daihatsu of Abe Tuckett and David Thompson’s Corolla. All 13 cars that started the final day made it to the fmish. 1997 Rally of Canberra Final Results 1. Bates/Taylor Toyota Corolla WRC 3h49m57s 2. Guest/Green Subaru Impreza WRX 3.54.59 3. Haybittle/Robson Mitsubishi Lancer Evo 3 4.01.24 4. West/Best Mitsubishi Lancer Evo 2 4.01.40 5. Rob Herridge/ Randell Subaru Legacy RS Turbo 4.01.43

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! P01® CQNiFIRM BSIVERS'... Ford confirmed before the RAC Rally that Juha Kankkunen (above right) and :Simmo Tldiy wfll drive for the team in next year’s FIA World Rally Championship. I Sanikkunen has signed a two year contract with the team, while Thiry, who replaces the Toyota-bound i Carlos Smnz,has a one year contract with an option. ; ‘'We’re looking forward to next year and a ftdl attack on the World Championship,” Kankkunen said. “The team is very good and We should be very competitive in 1998.” -PETER WHITTEN ; Ford’s program next year will again be run by Malcolm WRson’s M-Sport operation.

Canberra rally ructions The Rally of Canberra is assiu'ed of a positive future according to ACT chief minister Kate Carnell, despite widespread criti cism of the event. The rally last weekend ran \rith a small field and saw one of the highest attrition rates in local rallying in several years - the event had just 28 starters and 12 finishers, its International and Tasman Cup status only attracting five overseas crews. Run by the ACT govern ment, it is believed to have cost more than $2million, including advertising and promotions. It is slated to be a round of the Asia Pacific Championship

in 1999, although many are questioning whether the APC will have any relevance, or support, by the time it comes to Canberra. Carnell’s press secretary Gary Dawson told Motorsport News that the Government was happy with the way the rally went, despite the low level of entrant support. “Five of ten international entrants pulled out because of damage to their cars in Perth,” said Dawson. “The rally is also aiming to be a part of a restructured Australian Championship next year, because it obvious ly suffered not being a round of the drivers title.” The government has appoint-

Winning my home event in.at Canberra last weekend was very pleasing - but bloody hell, 1 don’t need scares like we had in the closing stages; it is far too hard on the nerves. Coral and I were both absolutely ecstatic with the Corolla and the fact that it was the first win for the car at any rally anywhere in the world. The car feels just fantas tic and it gives you tremen dous confidence, to the point where you feel you could do just about any thing with It. It is amazing what a dif ference a few small changes to the set-up made to the way the car handled and stopped, compared with Perth.

e had a few problems which eroded our lead, including a problem with the left rear strut, ed an agent in Japan to attract disaster and the injury of a which eventually saw the more entries from there, but TV cameraman at last year’s whole suspension unit part rally apparently played a role the growing economic prob company from the car lems throughout South East in the restrictions. about 3kms from the end of and North Asia will make this Many spectators were a stage. highly critical of the high cost task increasingly difGcult. It was pretty nerveFor almost a decade in the of spectating, considering the wracking, but the guys in 1970s, Canberra was the small field - spectators were the team were able to fit a home to the Castrol forced to pay $15 a day to see new one and fix the whole International Rally, the pre l just a handful of cars going thing up in less than 20 mier special stage rally in the through their paces and, once minutes. in the restricted rally areas, country and the ACT has pro We were very fortunate vided more national champi were then slugged extra for that the problem happened ons than any other state, or parking. immediately before a ser Twenty members of the teiTitory, in the country. otherwise we could / vice, The rally came under fire media have signed a letter have been in trouble. warning they will boycott the from both media and specta tors because of the severe rally in 1998, if they do not n Sunday, we had a restrictions on the locations receive assurances that they front diff problem which where they could view the will not have the same restric saw a hole puriched in the event in the forests - the tions placed on them. gearbox housing; that -JON THOMSON Canberra Hospital demolition meant that We started losing vast amounts of gearbox oil from the car. I had to carry the oil in the car and stop even in some spe cial stages to top it up. In the end, our 11 minute lead on the final day “We are looking to give a UK operation and Bell’s HRS was cut to 5min2secs at young Aussie a chance to prove Australia operating in tan the finish, with Michael himself oh the world stage. We dem under Bell’s overall Guest bringing his group N are really Rooking for an Aussie command. car in second place Harri Rovanpera, but if we “The Korean money worries can’t find one, we may have to ai-en’t helping the uncertainty,” look to Sweden or Finland,” he said Bell. added. “We have submitted plans “Given the chance to tackle a which range from doing the proper program of WRC events, same three rounds we did then I reckon an Australian this year, through to a full ten rally program - but every could be on the pace.” The disastrous outing for thing is up in the air at the moment.” the Hyundai team in Canberra Korea is keen to do the full saw Wayne Bell rolling while leading the F2 category on day title, after the Coupe’s strong performance in Indonesia, two ofthe three day event. The DNF meant that, where it was faster than the

New blood for Hyundai

Hyundai’s Australiabased World Rally Championship Team is in the midst of a selection program to find a new second driver for the team, while at the same time going through a ner vous period waiting approval of a budget and program for 1998. The financial problems currently being experienced by the Korean economy and the devaluation of the Wan could place severe restric tions on the Australian arm of Hyundai Rally Sport. HRS used West Australian Bob Nicoli in the three WRC rounds it contested this year and it appears, despite his less than spectacular results (including a rollover in Perth at Rally Australia), he will continue with the team. It is believed Wayne Bell will be conducting a series of tests to trial new drivers for the team, the veteran driver possibly looking to retire from active competition to concentrate on team man agement.

The team was to have spent last Monday in the Canberra forests testing three new drivers, but Bell’s rollover and a bad dose of the flu saw the tests postponed. Australian Group N cham pion Michael Guest, Panama Alaska Rally winner Rick Bates and Hyundai privateer runner Dean Herridge were believed to be the drivers in line for the audition. New Zealand champ Greg Graham was also invited to try out for the team, but apparently declined the offer due to his strong ties with Subaru. Bell was quick to dismiss rumours that the test would see Nicoli’s departure, or his own retirement. ’ “If we have to run all ten rounds of the two litre World Cup, then it vrill be too much for just two drivers,” said Bell. “The World Cup is for makes, not drivers, so we would divide the driving duties on a bit of a roster sys tem to help the drivers cope with what would be a tough schedule.

despite Dean Herridge win ning the F2 category, the Australia Cup for two litre cars again went to Daihatsu. It is believed the Bell-run team has had to submit pro posals in active competition with other operators over seas, including one from the UK-the UK submission was about three times more expensive than the local one Depending on funds, it is believed the Korean manu facturer could establish two operations, with a new HRS

SEATs before it was put out of the rally - this was in only the seconiever event for the Korean F2 kit car. Bell believes that, with more development, the car will be a top contender, particular ly in rough events and where traction is not as crucial. Double rollovers in Perth for Bell and Nicoli meant a lean year for the team, which won the Asia Pacific F2 title in 1994 and was runtier-up in ’95 and ’96. -JON THOMSON

t was a pity that Possum I went out so early in the event, preventing us getting an idea of how our times compared now that the Corolla is set up to my likmg. We only faced each other in one stage and we beat Possum by 8 secs, before he was forced out with fuel problems, was another

Edforced Ordynski out early when

he hit a kangaroo, which was also very disappoint ing, because it would have been a very close result had he managed to stay in the event, But Ed didn't seem as comfortable in this car as he did in the car he ran in Perth.

We ranonnew tyres the Dunlop Corolla and these performed magnificently. We had tested them in Canberra a week before the Rally and it was a good opportunity to demonstrate to the Japanese techni cians exactly what the tyre has to do and cope with and how fast it is. We will be doing some more tests early in the new year to look for some more improvements,

have to thank the boys in the team for the great effort they put in at the weekend, fixing the problems we had so quickly on a car which they are still learning about, They did a great job, as usual and it is a great confidence booster for all of us heading into 1998.

t has been an extremely busy year with all of the different commitments and now I am looking forward to a good rest over Christmas and the New Year. See you soon.

RN Junior Rally moves to 2.0 litres Next year’s Australian Rally News Junior Rally Challenge will be for cars of 2.0 litres and under only, replacing the under 3.0 litre regulations that existed for the last few years. Only a small percentage of competitors in the Junior Challenge this year had cars over 3 litres, so the decision was made to make the series more open to smaller capaci ty cars.

“With more and more low capacity front-wheel driVp cars filtering down to club level rallying, we thought it was a move in the right direction,” said ARN’s Peter Whitten. Already around $15,000 in cash and prizes has been organised for the series for 1998, with more prizes still to be announced. More information can be obtained from ARN by phone on:(03)57221250.

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Sports Sedan, Fresh 10AJ Port 48mm Weber, 5-sp, 4.4 locked diff. Full cage, new harness, 11 in discs, 4-spol fronts & 2-spot rears. Ready to race $6900, offers consid ered. (018) 082 003 or (08) 8250 9286 n6

Chev Lumina NASCAR, 1996 Championship winner, ex-Dick Midgley. Complete team for sale. Graham Smith (03) 9696 1686 (018) 993 543 ns

Datsun 1600 1972 model in excellent condition, rustfree, never rallied or raced. Ideal 1998 Round Australia rally car or Targa or Club Car. $1,600. Ph: Joseph 018 522 270 (BH) or 03 9460 2583 (AH), iw Volvo 760 GLE, 1 owner, 1985 model, fantastic condi tion. Auto, air, electric windows, mirrors, central-locking, sunroof, six months rego, white, blue velour interior. $12,000 or best offer. Ph: 0418 262 373. 114 RX-3 Coupe rolling chassis, needs TLC, but would' make great Club Car or Sports Sedan. $1,300. Can deliv er. Ph: 0412 323 941 (Sydney). 114 HQ racing car. Complete and ready to race. Plenty of spares, competitive car. C&B motor. Urgent sale required. '$5,500ono. Ph: Peter 02 4943 2782 or 0416 005 174. 114 Corolla KE35 Coupe rally car. 2 litre 2TG engine, twin Webers, Detroit locker 4.8:1, four wheel discs, vented, four spots. Brand new. Never rallied. Much more, ring for details. Ph: John 0755 314 001 (BH). n4

Speedway

Edmunds Midget - Sesco engine, Halibrand wheels, outstanding restoration by original US owner, US$18,000. Ph: Ron Cameron 02 4628 8322 (AH). 114

8879. 116

Nota Fang (Type OV). 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.

■i

.r\

Datsun 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

/Ti\

Mod Production Commodore, Konis, Char-lyn steer ing, 13 tyres on rims. 202 motor on methanol, roller rock ers, fabricated front end. Spare panels, one pice front, spares included. $7800 ONO Phone (08) 8284 7736 after

6pm. 115

Torana XU1 Modified Production. Chassis, rollcage all together, fibreglass panels, 358 Holden, cut down diff, torsion bars, sway bars, wheels. 4 Mawee centres. Must go, make an offer. Ph: 02 9820 3098. lu

Sports Sedan, ILancer, 13B fuel-injected, intercooled turbo. Fresh engine, gearbox, suspension set up'by Centreline. Very competitive car, ready to race. $15,500. Ph: Mark 03 9844 2309. lu NASCAR, Commodore roller. Everything less motor. Spare wheels, lyres, springs, new paint, panels. Good car, go racing this.season. $9,000. Ph: 07 5578 7870.

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). n4

Fender Bender. Very strong roll cage, spent $1,100 on engine, spare tyres, window net, harness, seat. Engine still sealed. $1,900ono. Ph: 02 9820 3098. iu

3 Litre UC Torana Modified Production, ex Vic 3, 4 meetings old, very competitive car, ail new fully adjustable suspension, 3 sets new tyres and mags. Fresh engine, heaps spares, tandem trailer. $8,000ono. Ph: Peter 03 5275 4904. 114

continued over page

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CATEGORY; Cars; □ Speedway □ Drag □ Sedans □ Open Wheelers Generol; □ Parts □ Engines □ Trailers □ Wanted □ Photographs □ Other

5 December W/ Engines

XF Faicon Super Street Sedan, racing season 1 year, big hp motor, 4 meetings old, spare wheels and tyres, gearboxes. Ready to race, $4,500ono. Ph: 07 786 1356(AH)07 786 1622(BH). 115 Cortina TE Modified Production, 250 x-flow, 4-sp. methanol. Konis, fully adj suspension, 15 in wheels, plenty of spares, ready to race. POA Ph (03)59 96 2263, (0419)388 192. m Compact, Lismore #35, Kawasaki Z1000 motor, hi-bar chassis, Gardner front end, quick-change diff, some spares. Custom trailer - tyre rack, toolbox - $6,500 with trailer, $6,000 without. Ph: 02 6652 8469 after 6pm. 114 Two ’96 Maxim chassis. New one as a deluxe kit, other as a roller. One Rodek 372ci -12 Weld-tech heads, Kinsler injection. Just freshened. Urgent sale. Ph: 03 6363 1231 (BH). 03 6363 1382(AH). 1 14 VN Commodore Modified Production, less engine and gearbox, in as-new condition. A steal at $2,000. Ph: 03 5382 5940(AH), m Fender Bender - Nowra 05 VC Valiant, winner of many features: 2nd pointscore 2 years in a row. Rebuilt motor, complete ready to race with plenty spares. $1,500 firm. Ph; Mick Salmon 02 9525 3430, 0418 970 646. .14

Commodore, Mod production. Fresh, good HP engine, CS carbie, bias pedals. Won ACT pointscore last sea son, all good gear. $7500. Trailer, dual axle, mags, elec tric brakes, tyre rack. $2500 ono. Ph (0411)513 096. 15 A Mod Commodore, Car #1. New engine (runs methanol), new tyres and spares, never damaged. Quicksteer and pwr steer, adj suspension, r/rockers. Trailer if required. Car $8500, trailer $1950, both $9500. (03) 9305 6304,(0417)330 954. 116

Morris Minor, Series II (1955). Ful l race car. Too manyrextras to mention or comes with Mazda 1300 body. $6000 Ph (02)9630 7976 or (0416) 250 655. 115

BMW Body kit, E30 Coupe 2-door M3 lookalike. F & R t>umpers, side skirts, 4 gurads. Easily fitted, suit road or race car. Offers. Greg (02) 4285 9155 or Formula Vee. Ready to race with fresh engine. Ideal n (0411)7 785 915. 116 FaikenI tyres, race tyres, 205 x 60 ,x 14. Almost for circuit and/or hillclimb events. Comes with light new. Cost $800, sell $475. Ph (0412) 537 227. n6 weight trailer, all for $3,900. Ph: 03 9850 5566 or 015 Wheels, Techno, 18 in ex-factory Super Tourer 527 854. 113 wheels. Ex-Tarquini/Simoni/Warwick. Great Xmas gift for all Alfa fansi Wheel only $275, with tyre Van Diemen, RF94-95 Update. Current WA state title $325, with tyre signed by Derek Warwick $375 (lim holder. Penske Racing shocks, SS floor. Two sets ited number). Phone (0418) 794 240. 116 wheels, immac cond. Roller $28,000. Phone Kerry Wade Datsun 1600 parts, doors, diff, taillights, head (BH)08 9458 4586,(AH)08 9402 1356. lights, harness, seats, g'box. A Arms, struts, bon net, front guards, lots more from $51 Ballarat (03) 5334 6364. ne Sheel driving seat. Reupholstered by Scheel. Tan in colour, cost $1200 new. In new condition, $550. Also a pair of black Stratos seats in excellent cond. $500. Phone (02) 9949 7875 John. 115 Ford. V6 inlet manifold, suit triple carb set-up. (03) 9827 4424,(018) 133 123. no Kart parts, engines. Fox 92L Parilia Revenge, complete with pipes, $850 each. Redlook timing cpmputer,; features 40 lap memory, exhaust temp, Swift SC93 FF, Christian Jory offers for sale ex-Stephen $575. One set of bridgestone wets on rims, $220. White car. Complete with top Lamer engine or as roller. Engine mounts, pipes, stands, helmets. Contact Many spares, currently 2nd Victorian Series. No expense James (AH)(03) 5248 5083.n5 spared POA. Tony Jory (03)63 265 555 or (018) 130 133. M-21 V8 conversion. All new, never used. Box, 113 bellhousing, L-34 shifter, L-34 knob. H/D clutchVan Diemen RF95, like Garth Tander's. Only raced in plate, pressure plate, thrust bearing, tailshaft, Old state series. Excell condition, blueprinted g'box, crossmember. Al l receipts. Cost $1265. Sell $1150 ono. Ph 08 8365 5607 ns many spares, assistance given as needed. Rolling chas Data One transmitter, used once, with mount. sis $32,000 or with fresh engine $37,500. Henk Woelders (0411) 70 6666 or Jon Woelders (0412) 24 $350 ONO Phone Steve (02) 9524 1528 or (018) 069 12

812. 115

0844. 116

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

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), 112

Open Wheelers

Parts

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

Superkart, Anderson-Mirage, full Kelgate options. Rack and pinion steering, 256 Rotax, cassette gearbox. Merlin pipes, TMX carbies, many spares. $16,500. Garry Haywood (AH)03 9795 9271,(BH)03 9401 3822. ne 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. 113

Webers, 4 X 48IDA Cobar manifold, complete with braided fuel lines and fittings. New, never used. Suit Ford Windsor $3500 neg. (02) 9579 6382 or (015) 468 166. 115 Aircraft parts, everything from chrome moly tube to rivets and rod ends and aircraft construction tools. Phone LIyod (02) 4773 8241. 16 Brodix #8 heads complete, LA Krypinite rods, 5/8 stock crank, 010 race block plus assorted pistons 'and cams. Ph 03 9315 4055 ns NASCAR block crank rods pistons roller cam dry sump pump Tilton triple plate clutch assembly Pontiace Grand Prix Suit display car. IncompleteT10 steel hosing gearbox. Ph 02 9636 4447 or 041 968 954 115

_ s

Eawedvwios

Ctetn/

Van Diemen RF95 FF, Scott Bargwanna offers for sale the ex-Mark Webber car with engine and planty of set-up data. Immaculate, no expense spared. $40,000 Phone Scott(02)9542 1845 or (0414) 417 022. 113 Lola T360 F/Atlantic, V & H category with good his tory. Totally rebuilt, ready to race. Fresh Weissner BDD Cosworth and FT 200 'box. Price neg but must be sold, opportunity to own rare and extremely competitive car. Bob Sanderson (02)9953 9469. 16 Formula Vee NG Ellin. Proven front runner, Elliott pre pared (zero miles on new'motor) too much to list. Top car. $9000. Ph 03 9598 7558 ah or 03 9521 0888 115 95 Swift, fully rebuilt ready tor 98 season. Cheap. Ph: 0755 949 711. ..3 1977 Kaditcha F2, chassis #2, eligible for Group Q. Available as roller or complete, with or without spares package. Ph: 03 5881 4411 (BH), 03 5881 1506(AH). 114 Kart - Kali Epoch, ready to race with three reed engines, mufflers, carbys, new wets and slicks, stand, trolley, kart cover, race suit, helmet. -Must sell. $2,200. Ph: 014 481 812(BH), 03 5248 5083(AH). 1,4 Kart, PRD rolling chassis with all spares and acces sories. Ready to race, third Vic and second NSW state titles. $2000 Ring (07) 3888 4646 (BH). 116 Kaditcha 1982 F2, Golf engine, Hewland Iransaxle. Car is available with a spares package to suit purchaser. $26,000 neg, Ph: 03 5881 4411 (BH), 03 5881 1506 (AH). 13

Chenowth Magnum Stadium Buggy. Imported from US. chrome moly frame, turbo Laser engine with T28 turbo, Porsche trans, Bilstein shocks, Wright, Summer Bros hubs, UMP power steer. Moteo M4. Purpose-built trailer and spares. $25,000. Ph: Paul 03 9762 5089. n>

Leyland V8, 4.5L alloy, complete. Bored o/s, 10.5 pistons, cam, bearing, reco heads. Double row tim ing chain and sproctiets, gaskets, bearings etc. $1000.(03) 9801 8505' ,w Chev 358, Methanol. 010 block, BRC crank, TRW pistons, Crane rev kit, turbo heads, roller rockers. Vertex magneto, Meth. Holley, Alum, flywheel. Ful l rebuild by Ian McKee, $7000, (048) 681 668. 16 Chev 454 LS7, Std bore and crank sizes. Perf cond, hear running. Bracket racing engine, makes 540hp, runs 8.6@154. $14,500. Peter (BH) 02 9747 2200. u6 Holden 202, fully rebuilt, blanced and blueprinted. Worked head, roller rockers. Hi energy sump. ACL pistons, straight cut gears, Crow cam. POA ()3) 5996 2263 or (0419) 388 192. 116 Holden 202, methanol engine, just freshened. Forged pistons, roller rockers etc. Plus new 3.3 engine, forged pistons, roller cam and lifters. $5,000 for both, will sepa rate. Ph: 03 5962 4540, 0418 557 994. na Holden 202, Race motor. YT head, E/Ignition, steel T/gears, blue crank, ACL, Starfire. All bal anced. XV-1. Bathurs cam and lifters. Run 13.81 in wt. Cost $5400. Sell $1800 ono. Ph 08 8396 5607 ns Engines: 186 Holden motor, one complete with fresh Deck Racing head, one unbuilt, al l parts in good order. Make an offer. Ph: 02 9820 3089. na Hemi 245 race motor and gearbox. All complete. Ex speedway, recently freshened, not run in since. Street stock class, very quick. Cost $2800 all up. Sell $1800 ono. Ph 08 8396 5607 ns i Commodore VS, HSV, 185kW 5.0litre V8, low mileage, excellent condition, can hear running, still in car, selling to finance new engine. $3950ono. Ph; 03 9729 4618. m Formula Ford engine, not run since full rebuild. New rings, bearings, timing chain, tensioner etc. Complete, ready to install. Good hp. $3,950. Ph: Greg 07 5446 7611. 13 Lotus t/c motor, dismantled, new valves 1700 less ; cams, $3,570ono. Cosworth Sierra cylinder head com plete $2,800. Steel crank, lightweight, $925. Tranx 4-spd sc/cr gearbox, rebuilt $975. Ph: 08 8204 8869, 08 8278 5988. m FJ20 motor, race prepared crank, sump, head, needs pistons and manifolds. Bargain $750. Ph: Stuart 07 3285 4871. m Off road engine, P76 V8, ready to race, $5500 ono.(02) 6881 8879. ne Mazda 13B pp, Rotomotion housings, 48mm IDA Weber. Tooth belt drive, baffled sump, modified dissy, fully rebuilt. New twin plate clutch, close ration Hollinger box. $5500 neg. (02) 9579 6382 or (015) 468 166. Race engine parts. Bow tie heads, complete with jessel. Ph 03 9315 4055 ns 202 Holden, fully rebuilt, balanced, blueprinted. Fully worked head, roller rockers. Hi Energy sump, McGee injection, will sell with or without. POA. Ph: 03 5996 2263 or 0419 388 192. i.-i Datsun A14, worked, big port head, ext, match ported, bal crank, Holden value springs. 45mm Del Orto, recurred dizzy, . Strong motor. $850. Ph: 03 9478 9048. 114

Nissan R200 Diff ratios. New and used, 3.1, 3.3, Chev heads, Bowtie 18 degree heads with titani 3.5, 3.7, 3.9, 4.1, 4.3. Phone (03) 5988 6266. hg um valves. Ready to bolt on, $3850. iPhone BH 0351 33 9993 AH 0351 33 9532 Mob (0412) 399 020. ns NASCAR Pontiac Grand Prix complete car. No expense spared. NASCAR chassis with Lumina body incomplete. Cambered 9" diff complete less centre. Ph 02 9636 4447 014 968 954. us Dash ten heads fully serviced with rockers, mani Formula Vee NG Elfin. Brand new Elliott Bond motor fold and covers. Jerics with cooler, gear shift, / Pontiac heads, rockers, covers, manifold - com (zero miles), hi flow manifold, Bilsteins all round, plete 9.5.1 motor just rebuilt. One race old Ph 02 Aeroquip lines, new panels and paint. All top equipment, 9636 4447 or 014 968 954 115 proven record (94 NSW Champion) very quick in Detroit Locker suit LJ Torana. VGC. $1000. Ph novice's hands. Lots of spares, immac cond. 03 59967888 bh .Cranbourne. 115 $10,500ono.Ph;(0417)582 008. lie Wheels, racing BBS and Ronal and rims 16” and 17". Must go, best offers. Also 16" and 17" slicks .and wets, and intermediates. $50 each. Ph: 03 6331 E849 (BH), 03 6334 1385 (AH). 114 8 Carillo rods, 5.7 Speedpro pistons 60 thou Nissan U-D Turbo transporter, 6 speed, prof, built $1,000. BEM gear drive to suit SBC $50. Ph: 02 pan, large belly lockers, I/range tanks, long reg, com 6887 3251. 14 fortable, clean, reliable, impressive, selling well below Swap Meet, hi-performance a marine, speedway, cost to finance Super Tourer, $18,500 ono. Ph: 03 drags, hot rods, street cars, fast fours, circuits. All 5248 3044 or 015 050 435. 112 hi performance parts.'Gates open 6am, November 30, Parramatta Speedway. Promoted by DBRA. Ph: nJtj 02 4578 4199. n4 IT IV Datsun A series option gearbox $1 ,200. Chevron B42 F2, chassis no. 1, factory team car. Race head, stainless valves, custtom headers, twin Immaculate and completely original. FT200 gearbox ftOFA^^ Webers, $2,500. 13 x 8 deep dish mags $160. with spare ratios, fitted Australian F2 motor, can run Onmcc Nismo race crankshaft $500. Ph: Alan 03 9800 BDA or BDG in Historic. Will trade road oar American, 3299 (BH). 1 13 1 eDs:!*; European or Clubman. Ph: 03 9560 0801 or 018 105 Racing seat, OMP, black with wings, used only 348. 112 once. Cost $500, now for sale $350. Ph: 02 9418 t- ■ Spectrum 06 Formula Ford, new or second-hand 3141 (AH). 113 cars available for sale or lease. Contact Borland Wheels, I6"x10" Globes, one set Torana, one set Trailer, Carries six Formula Fords or four F.Holdens. Ford and Valiant. Three races old. $800 per set. Ph: Racing Developments (03) 9580 5236. 113 Single axle, fresh paint, belly lockers, crane to lift 1000kg. 03 6330 1881 (AH). 113 Reg $18,000 ono. Ph Brett (08) 9242 2208. 16 Extractors, suit Holden 202 engine, ex-racing, 13 suit street car. $100. Ph: 046 471 033. Charger RT instrument panel, mint condition, recalibrated 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, sl inger style. Reconditioned, suit NC Torana etc. $850 Phone Formula Vee Renmax, ready to race, excellent hp Dave (02) 6765 4279 or (019) 457 106. 113 Kleinig engine, superb cond, meticulously maintained, HSV parts, big brakes, struts, springs, shocks, regular top 10 car throughout 1996. $7,000. Ph: Chris used discs, new twin spot calipers $1000 a pair. Cummins 02 9709 4655 (BH), 02 9876 3446 (AH). d»m New VN Grp A Bilteins (never used) $600 a pair. Ph (08) 8988 1592. 113 Race car transporter, 1967 Bedford bus, 300ci Ex-Grp A Corolla race wheels, 16x6.5 inch, 4motor, 5 speed synchro box, high speed diff, no rego, stud pattern or centre locks. Full magnesium, light near roadworthy, sleeps 4, interior all new. VGC. weight, white with polished edge (recently $6,200ono. Ph: Peter 03 5275 4904. m 55 Chev 2 door, fibreglass doors, Lexan windows, resprayed) $825 ONO. Ph (0414) 251 384. 113 406 SB Chev. p/glide, 9” 35 spline, steel crank, roller FIDO 82 model. ex-Ambulance. auto, dual fuel, Datsun 1600 parts. Doors, diff, tail l ights, head cam. Car has done 9 runs since built, at 9.8/139mph. tow hitch, long reg and RWC. $9,800. Ph: 03 5996 lights, harness, hubcaps, seats, gearbox, LSD, A Best of everything has been spent on car. $25,000. Ph: 2263 or 0419 388 192. 14 arms, struts, bonnet, front, guards and lots more. 015 149 200. 114 113 From $5. Ballarat (03) 53 346 364.

Trailers/Trawsporters

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■c'o.d:

Drag Racing

5December 199/

^ iiAl ‘f

Trailer, Double drop 42ft Aluminium sided and lined. Excellent cond, $35,000. Rob (045) 731 338 ,5 >■.

FIO'O, 82 model , ex-ambulance. Auto, dual fuel, tow hitch. Long reg and RWC, $9800. (03) 5996 2263 or (0419) 388 192. ,,a Enclosed trailer, dual axle, annexe, workbench, cupboards, sink. White 7m x 2.4 x 1 .8. Excellent cond. $7,250. Ph: 02 9901 4666 (BH), 0418 975 819. 14

Other

of 1,000 world wide. Never worn. Presentation box, catalogue .certificate, suit collector. Genuine enquiries only. Ph: 07 5573 3478. 14 Collection 81 motor sport videos, many rare, mainly Historic racing. For ful l l ist send SAE to Mike Evans, 494 Fig Tree Pocket Road, Fig Tree Pocket, OLD 4069. n4 Racing magazines - Racing Car News (70s), Bathurst programmes, Australian Motor Racing, 1st AGP programme. Best offers. Ph: 017 115 898, 02 4367 8004. ,.4 Flamecrustier single layer driving suit, medium size in blue $60. Red Eastman driving boots, size 7 $40. 1985 Mitsubishi AGP King Gee officials overalls, size 5. $50. All in good condition. Ph: 08 8522 5541 , 114 Bathurst programmes 1970-1997, Marlboro and Mobil HDT items - posters, jackets, bags, mirrors etc, HRT race suit 1991. Peter Brock Gold Card, framed, no. 66. Ph: 02 4822 2938 after 7pm. 1,4

Photographs, Historic. 70s and 80s. Brock, Johnson, Richards, Senna, Prost, tourers, FSOOOs, V8s, 3-L and 500s etc, B/W and colour. Majority unpublished. Fax (02) 9960 6552 for details. ,6 Great Race books, Vols 1, 3 to 8, 11 to 16 and Australia's Greatest Motor Race (1960-1980).

Spoiler VR Supercar front spoiler. Ph 02 9545 0887 5 Autocourse annuals for sale. 1979-80 to 199796. Wi l l not separate. $1500 the lot. Ph 02 9534 5 5276. Senna watch - TAG Heuer 6000 ladies, no. 553

S Falcon vs Commodore

Pa lS(SW&io^9[a§] Strathfield National Cars in total prize money & Super Series over 6 Rounds 300,000 contingency prizes l.st prize for each round $10^000 Prize money for all starters ' IT Channel 10 National television for all rounds Over 20 cars available for sale. Contact Alison Brewer on 03 9217 8831

You could be racing at Round 2- Dec 5th & 6th Goodyear Thunderdome

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Return aufe/E and IK'S rvffrtsacxxmnxlaOott for tw people sta^ng at cither the Kuala LumparPalwyalorPemang Parkroyal valued at ^.500 to the vhmerofeach round aiihe Goodyear TJtgKkrdonK. ^ Cooper Tools Pmdua\alucd at $600 kxSOathfiekiNaiion^ Car mmers. Total \akie forseason $3600. Rcwlution PrtxjuawJuedatSAOOaihovkinncf. Champion Prvduav3lued8tS500(or6munds.rotd\a\)eiorseason $3000 Irth-etodee OrKn^acccnrrodaijonhchjd.ngdhnerandtxc3kfastforhK) people forthcninncrofcachsDcdlledcrKegory. VaiuedatS225.

This ad was flacBil by supporters and competllms otthe SIralhllelil Nat!anal Cars category

The supporters & competitors of the Strathfield National Cars catergoty offer you this space to list the sale of your National Car here for FREE. Fax your deserption by Friday 28 Nov to 03 9532 0134 to be placed here for FREE next issue.

Dellortos to Ford 1600cc crossflow. Phone Steve (AH)(02) 6766 5977. 115 Australian Motor Racing Yearbook, Number 20. Must be in good condition Phone Scott on (03) 5025 7293. 1 15 ©rivers wishing to compete in our championship winning cars for the 1998 NSW Formula Ford series. NB - we will be testing in Sydney early December. For your spot ph 07 5446 7611. lu. Four tS” X 9” or 10” rims for Escort Sports Sedan. Also, video of Brock's Austin A35 at Oran Park or Bathurst, Ph: Don 07 5462 2415. T,3 Formula One kits - Tamiya 1/20 Wolf WR1, Brabham BT46. Other early ones. Protar F1 Sports Car videos from 60s - 70s. Ph: Andrew 049 484 472. 12 Kart, cheap. Must be suitable for beginner. Phone Dan Birch (07) 5474 8961 or (07) 5474

All VGC, sell complete $500. Holden: official rac ing history, 30 Fabulous Years and many more. Phone David (076) 263 616 or e-mai crook@tpgi.com.au ns Great Race books, Vols 5-8, and complete history 1960-80. Various prices. Ph: Anthony 08 8277 3752 (AH). 13

Wanted Fabricator/mecbanic, to work on race and road cars, sub contract basis. Send resurtie to PO Box 708 Rye 3941. Bathurst photos, pictures or poster size. Must be of Holdens. Please rmg (02) 9603 6506. 1,6 Bathurst programs, 1969 and previous. Must be in good cond, also any other promo material on Bathurst. Ph after 7pm Gerry (03) 9792 4339. L-34 engine must be genuine and known histo ry. Needed for restorafion of high output option L34 ex-touring car. Please cal l if have or know of one. Ph 08 8396 5607 ,,s Autograph, Gregg Hansford's autograph required. Also signed Bathurst photo from 1993. Phone bis. (03) 9827 9882 or fax (03) 9827 9514.

98127. ,15

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. Novices welcome, instruction provided. Call Peter (0418) 184 456. 1 (4

115

Intake manifold, to fit twin sidedraught DHLA

Commodore AUSCAR New car. Never raced. Some assistance avail able. Ph 03 9553 1384. Commodore VS AUSCAR. Immaculate. Complete roller less engine. Yellow light, fire bomb, fuel cell and churn, harness, domplete Autometer instrument panel , turbo brakes & M21 gearbox, new gears and bearings in diff, CR&P cage. All new panels. Needs engine and minor assembly. Asking $15,000. Ph 018 176 420 I Commodore VN National Car with VR front 80% race ready with full i fire system (3 points), remote oil systems, 2 sets of Auscar wheels, and speed nuts, fule churn and many more spares. $25,000 ono. Ph Justin 03 9727 1725 or 018 389 695 EF Ford Falcon AUSCAR. Finished 2nd in 1996 ch'ship. Front runner car comes complete with John Sidney built Ford Windsor. Four-bolt motorsport block, dart, 2 alloy heads, Ferraro rods, JE pistons, Blake Holley carb. Ediebrock manifold motor produces 4/5 3HP. Just fresh ened and has not run since. Dyno sheet available. Sachs 9" clutch, minimum weight flywheel, blueprinted super T-10 gearbox, Harrop uprights, hub front and rear brakes, stabiliser bar. Fully adjustable suspension front and rear. Bilstein shocks. Car is metallic gunmetal grey, has all the latest and best parts on it and is capable of running /consistent 31 sec laps. Comes with all set up infomration. Good 'weight distribution and tyre wear. $35,000. Ph Rodney Jane 0418 556 467, 03 9886 5074 ah or fax 03 9267 0880. Falcon XR-8 National Car. Lightweight shell. All Harrop components. Fresh top horsepower MTR with dyno sheets. A genuine top 3 car. Spares and transporter available. $33,500. Ph Mark Seaton 018 572 551. Falcon ex-Ted Robinson Ford. Windsor JE pistons. Sachs 9" clutch, super T-10 g/box, Harrop upright, hubs and brakes, fully adjustable suspension, Bilstein shocks, set up information and spares. $29,000. Ph 02 4937 3333. Ford EF AUSCAR. Complete ready to race - $40,000 Complete in all respects less engine - $30,000. Best of all components from front to back. Ph 03 9769 9666. Ford EF AUSCAR. Set up for Thunderdome. Rebuilt motor, new pis tons, rings, bearings etc. Harrop floating diff. Kevlar x R8 front. Log book. Ready to race. $18,000. Ph 039 335 5750. SVO Block and Rods. Brand new. Keen to sell. Ph Mark Seaton 018 572 551.

ymjsiMW If m Moforsporf Nmws

Production Superbikes for 1998 WITH the Superbikes joining the V8 Supercars cham pionship full-time in 1998, Motorcycling Australia has confirmed that a new big bore class, Production Superbike, will join the four other solo classes in the 1998 Shell Advance Australian Road Racing Championships. Inspired by the success of the inaugural NSW-based Formula Xtreme series, the new class will be open to pro duction bikes 700cc and over, with only minor internal mod ifications along with freedom with jetting and exhaust sys tems allowed. After earlier debate over slick versus street tyres, it’s believed entrants may only run production rubber on the standard rims. The class will see the debut of the ground-breaking ISObhp, 177kg Yamaha YZF-Rl 1000. -DARRYL FLACK

Bayliss; it’s 600 takes 6-Hour crunch time iMwm mirsmn imwMwmim,.. RISING Australian star Troy Bayliss faces his most agonising week in racing as the gods of the world championships decide his fate. With bids from the Molenaar Suzuki 250

GP team and, more recently, the Castrol Honda team, Bayliss must also consider his future with his current Australian

Phillis (inset) and Canapbell both had disappointing days at Oran Park-but it was all good for Pitt and Turnbull, who ' took the inaugural Shell Advance ■6-Mom on their Kawasaki 600. (Photos by Askuzi Matsuada)

Superbike team owned by Peter Goddard. It’s understood that Goddard, while extending his deadline for Bayliss to remain in his Australia-based squad from December 17, is seeking an answer (as is the Molenaar team) by the end of this week. Bayliss is alsp being chased by the Castrol Honda WSB team. A well-placed soxu'ce claimed that Honda has made con tact with the 28-year-old to possibly paifner Aaron Slight in the 1998 title chase. It’s understood that Honda’s call to Bayliss may be part of a contingency plan if Colin Edwards, who has been tipped to fiU the seat left by MoviStar Honda 500bound John Kocinski, stays with the Yamalia WSB team. Bayliss made two impressive interna tional showings in 1997, firstly in the Phillip Island WSB round where he bought home a pair of fifths despite falling in the first wet leg, and later by finishing sixth in his 250 GP debut at Phillip Island at October 5.

- DARRYL FLACK

^bei! of the ra5^. j i-iwig-jgmuwaia bouT uk^lt^îro Myles Pewell ,gtepp^.-o® in - folowag/ajonsTminute dÛge î545pn>; -Oampbel ran across the liiiifieM'tonbstprt the'bike _ Tfep..Gramme ^Grrisl^r^B!^Wilsha)iv |airing(â^^-GS^R750j ; ri \\Tajpp.ed'^_^)@t_sSbTte&g,||Fpi^ in tb^lasfeTwO, i-' hour5, problaK^^smti^, from then?-enliaiêdi-fiieTjbankJ Iliey'gmslTea two i^Sfi^bSad (Sf lobbie- Philii^SrizuM TLlOOOS.i in-l f fife ’êr 'dmnoimeing'%^ jgg|g^tifent -J ^^k%e^§nan'Su|^&e'15hamg!i(tepTn Ssptem3*^-"^ ■ i ●;. was' tb, ra.be: debut in'ttesix-hour' 1 L .. .*>4'.Y V

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COIVtIVIENT

SDrnitxrW

_l^®0®[FS[p®[F0

on the ’98 season driver line-up. When did Mark Skaife come into

Fair go, BMW!

-ljj the equation? Skaife’s obviously a damn'good driver, but so is “The Murph” and he was the one who put the'hard yards in all season, not to mention the ’96 Sandown and Bathurst enduros.

Dear Sir,

Editorial

BMW’s Managing Director Mr Uwe Hartmann announced on

Editor

Tuesday 25th November 1997 that BMW were discontinuing their sup port for Super Touring racing in Australia. BMW Australia Ltd and BMW

. Dcivid Hassaii Tectmicdl Editor l rr-x

IV Gtynn

Finance Australia are wholly

Assistant Editor ; Branagan Groptrtcs Co-^rdinazor

Brumby

Advertising :4dvertising Manager Oer^a McDornan

Germany by cancelling their contri bution to Australian motor sport.

Administration -Managing Director Ovis La mbden

Contacts 99 Ononj Ciescent Caulfidd Nonh \.'IC 3161

;

n (FO Box 1010 No.'tn Caulfield 316 i) Phone: 03 9S27 7J44 [■..tt. 03 9S27 7766 msncws<g>corplinK.com.au ■ Compusen.'s. I00237,II6S

Contributors General: Mite KaOle. Jon Tho.mson, Brian Reed, Dariyi Flack , : FI : Joe Scf.vafc, Adam Cooper Europe. Ouer.tin Spuni.nq, Ian Bam.sey, ; '.,3wyn Dolphin US' Bruce Sninh, Phil Morris NZ John Flawkins Speedway Dennis Newlyn. David I'vIcNabb, Wade Aunge.c Geofr ' Rounds, Mark Neale, David lamoi it, Chns Me;c.i!f, Sue Hobson,

: ; ;

. i

I Mi.ke Harding, Brisba.ne Motorsfxrrt. : f tank Midglty. Joitn Boshcr. . Phi! Williams, Mike Patr.ck (UK)

;

LuTit/Cltr:

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head?

Jay Runciman Yan-am, VIC

MN has been around long enough now to, perhaps, show a voice based on my opinion. But, then again,

that Bargwanna, Noske and the other guys are not shown the door by Steve Ellery’s Konica cheque.

FANS’ FAVOURITE... ‘The Murph"proved to be a natural, both in and out of the HRT Commodore.